Autonomous tire and wheel balancer, method therefor and robotic automotive service system

ABSTRACT

A vehicle component balancing robot apparatus, system and method for on vehicle balancing of one or more of a tire, a wheel, bearings, brake components, and vehicle components that impart vibrations to the vehicle. The apparatus includes a frame arranged so as to connect with the vehicle. A robot of the apparatus moves relative to the frame, and is configured so that the move, relative to the frame, resolves a predetermined location of a tire-wheel assembly relative to a reference frame of the robot. The robot has at least one end effector arranged to interface the tire-wheel assembly and the robot moves the at least one end effector to other predetermined locations on a wheel rim of the tire-wheel assembly, determined based on resolution of the predetermined location of the tire-wheel assembly relative to the reference frame.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to U.S. Provisional patent application Ser.No. 63/354,591, filed on Jun. 22, 2022, and titled “Autonomous Tire AndWheel Balancer And Method Therefor”, the disclosure of which is herebyincorporated by reference and on which priority is hereby claimed.

BACKGROUND OF THE DISCLOSURE Field of the Disclosure

The present disclosure generally relates to vehicle tire changingequipment, and more particularly, to automated vehicle tire changingequipment and systems.

Description of the Related Developments

Like many industries that generally rely on human labor, there is ashortage of vehicle service technicians to meet demand with respect to,for example, the automobile service industry. Even with an adequatenumber of employees, throughput and efficiency of an automobile servicefacility or center may be impacted if one of their vehicle servicetechnicians does not show up for work.

In addition to maintaining an adequate number of vehicle servicetechnicians, automobile service facilities also face a challenge offinding a suitably qualified technician for any given tasks. Forexample, senior vehicle service technicians are often too highly paidfor a service facility to justify the senior vehicle service technicianto perform certain types of work. Moreover, it is not uncommon for somesenior vehicle service technicians to refuse work that is below theirlevel of expertise. For example, a senior vehicle service technician mayrefuse to perform vehicle tire changes. This creates a problem forservice facilities in that an appropriate mix of vehicle servicetechnician skill level must generally be maintained to maximize profitsand efficiently operate the service facility.

A constantly changing level of consumer demand for certain automotiveservices may also compound the problem of efficient service facilityoperation because at some points in time the service facility may havean appropriate number of vehicle service technicians with an appropriateskill level for a certain task(s), such as vehicle tire changes, whileat other times that same number of vehicle service technicians may beunsuitable for fulfilling customer demand with respect to the vehicletire changes.

Generally, depending on the size of the service facility, tire changesare performed fully manually, manually with machine assist, or in asemi-automated manner. Fully manual tire changes are labor intensive andinvolve the use of manual bead breakers, crowbars or mount and demounttools, tire irons, and wheel supports. The amount of labor involved withfully manual tire changes may limit the number of tire changes that canbe performed by a vehicle service technician in a given amount of time.The manual with machine assist tire changes reduce the labor involvedwith the tire change and generally include a machine withhydraulic-powered axes of motion that assist with breaking of the tirebead as well as maneuvering of the tire bead around a flange of thewheel from or to which the tire is being removed or installed.Semi-automated tire machines reduce the labor involved with a tirechange even further, thus allowing a service technician to perform moretire changes; however, these semi-automated machines generally requireconstant vehicle service technician presence making multiplesimultaneous tire changes by a single vehicle service technicianunfeasible. The number of tire changes (and vehicles processed) that canbe performed with the above-noted conventional tire changeapparatus/methods is generally limited by the number of machines andcorresponding vehicle service technicians available to use thosemachines.

In addition to the tire changing process, newly installed tires requirethe tire/wheel assembly to be balanced. This is also typically performedby a vehicle service technician using a conventional tire balancingmachine with the tire/wheel assembly off the vehicle. While tirebalancing machines that balance the tire/wheel assembly with thetire/wheel assembly on the vehicle have been used in the past,all-wheel-drive and traction control systems on newer vehicles have allbut eliminated these conventional methods of balancing the tire/wheelassembly with the tire/wheel assembly on the vehicle. Tire balancingbeads may also be used to dynamically balance a tire/wheel assembly,where the tire balancing beads are inserted into the tire by a vehicleservice technician before seating the tire bead on the wheel. In anyevent, each of these tire balancing methods requires the constantpresence of the vehicle service technician, again limiting the number oftires that can be changed in a given time period.

In some systems, wheel weights (also referred to herein as wheelbalancing weights) are applied to a wheel, located off or dismountedfrom of a vehicle, using robots. These robots employ a rigid endeffector that includes a curved surface on which the wheel weights areheld. This curved surface has a radius that matches the inside radius ofa barrel of the wheel on which barrel the weight is to be affixed. Toapply the wheel weight, the robot rotates the end effector so that theweight held on the curved surface contacts the barrel at one edge. Therobot rotates the end effector so that the curved surface rotatesrelative to the barrel so that the curved surface “rolls” along thebarrel applying the wheel weight to the barrel in a “rolling” manner(such as in a manner similar to a paint roller depositing paint on asurface). Here, the swinging/rotating movement of the end effector islarge and while sufficient for applying a wheel weight to a wheellocated off of a vehicle, such rolling on of the wheel weight isprohibitive (due to a lack of the required swing area) with the wheellocated on the vehicle. In addition, the “rolling” manner in which thewheel weight is applied may not provide a constant pressure along alength of the wheel weight that may result in debonding of the wheelweight from the wheel.

The wheel weights are generally applied, e.g., for correcting dynamicbalance in accordance with an “inner” and “outer” method where an inner(further away from the centerline of the vehicle) and an outer (towardsa centerline of the vehicle) wheel weights are selected for respectiveplacement adjacent the back of the wheel flange and adjacent the innerwheel lip. This contrasts with a method of selecting a single locationand single weight, however, the single location and single weight methodis less common in the industry. When applying dynamic balancing weightsin an automated system, it is likely that there would be one or acombination of axes, which allow for a fully controlleddegree-of-freedom in the axial direction of the wheel, which would allowfor the single location and single weight method; however, such controlmay not be necessary.

With respect to automated access for placing wheel weights, manyvehicles have non-standard flanges as part of the inner lip of thewheel. Without knowing the geometry of these non-standard flanges,placing a tool for installing a wheel weight inside the barrel of awheel is difficult.

The manual tire-changing process is not as simple as removing the tirefrom the rim and placing a new one on. Such a process has many stepsthat must be followed for success, and a comparable number of tools tocomplete those steps. In brief, the tire wheel assembly (TWA) must beremoved from the car using a lug wrench and placed on a tire changingmachine, where a hub adapter is used to tighten the rim for rotation.The valve stem is removed using a tool for protection and to deflate thetire. The beads are broken using dedicated bead breaking rollers. Thetire is then lubricated. A bead removal tool is inserted (often with thehelp of a lever) and the bead is removed. The rim itself is usually thencleaned with a scotch-brite style material by hand. The new tire is thenlubed and placed onto the rim. After being pushed into position on therim, the valve stem is inserted and the tire re-inflated.

This very brief description accounts for 14 steps and 10 tools, allbeing handled by an operator who is usually the lowest-trained andcompensated employee in a typical mechanic shop environment. Severelimitations exist in this model from a time, safety, and riskperspective. A human operator normally takes about 1 hour to change allthe tires on a vehicle (15 min per tire). In that time, the operator isnear power tools and semi-automated machinery which poses a safety risk.Finally, many the tools and operations are positioned by the operator byeye. A misaligned tool can cause significant damage to expensivecustomer rims and tires, posing a business risk every time the operationtakes place.

There are two main modes of vibration due to imbalance in the rotatingassemblies of a vehicle: static and dynamic imbalance, also referred toas wheel hop and wheel wobble, respectively. Static imbalance is definedhere as imbalance along a plane parallel to the wall of the TWA. Dynamicimbalance is defined here as imbalance in a plane not parallel to thewall of the TWA. Imbalance generated by the rotating assembly is oftentransmitted, at least in-part, to the driver of the vehicle through thesuspension and steering column.

Vibration in a vehicle is undesirable for several reasons. Vibration inmechanical components of the vehicle can cause premature wear due to themechanical stresses induced on wheel bearings, the suspension, tie rods,and more. Vibration can also increase tire wear causing increasedexpense in premature tire replacement. Excessive vibration may requirethe owner of the vehicle to perform maintenance on a more regular basisto reduce premature wear. Additionally, vibration felt by the driverduring operation of the vehicle can be uncomfortable and cause fatigueand loss of concentration.

Because of the undesirability of imbalance in the vehicle, technologyhas been developed for balancing TWA assemblies before installing themonto the vehicle. This technology generally involves mounting the TWA ona shaft and rotating it while measuring disturbances on the shaft causedby imbalance. Weights will then be applied to the tire to counteract anymeasured imbalance, reducing disturbances and thus vibration to anacceptable level. A technician will then take the balanced TWA and mountit on the vehicle.

This current model of TWA balancing has several inherent risks andlimitations. The first limitation is that the process is slow. Atechnician must remove a TWA from the vehicle, bring it to the balancingmachine, run the balancing sequence, apply weights, and then bring theTWA back to the vehicle and remount it. A full TWA balancing sequencefor a vehicle with four tires can take anywhere from 45 minutes toseveral hours depending on the speed and availability of technicians ina shop.

A second limitation in the current model is that current TWA balancinghappens off the vehicle. This turns balancing of the TWA into asignificantly simpler problem to solve but introduces drawbacks as itremoves the dynamics of the TWA mounting hardware and vehicle from thebalancing procedure. This results in a TWA that is well-balanced but isplaced into a system (the vehicle) that itself has additional imbalancein the rotating assembly. As such, imbalance still exists within thesystem and the results can be felt by the operator.

A third limitation and risk in the process is the technician. Attritionin the workforce has led to shops having less technicians or having tohire sub-par technicians to work with tire balancing. These techniciansmay not be highly trained in the process, which can often result in asubpar balance. Furthermore, even the best technicians represent a timelimitation: breaks, time off, conversations with coworkers, and moremean they work at less-than-optimal efficiency.

Additionally, TWAs are often heavy and require lifting. Technicians canbecome injured during the process or damage machines while moving TWAsor operating the balancing sequence, all of which represents significantrisk to the businesses operating in the TWA balancing space.

These risks and limitations paint a clear picture of a market for anautomated TWA wheel balancing machine. Such a machine can operatesignificantly faster than a human technician and work without time off.Furthermore, the machine is not at risk of injury like a humantechnician and represents significantly less business risk.

OBJECTS AND SUMMARY OF THE DISCLOSURE

It is an object of the present disclosure to provide a method for onvehicle balancing, the method comprising the steps of effecting rotationof a vehicle's tire wheel assembly about its axis of rotation, providingone or more sensors to measure the one or more imbalance signals,measuring the one or more imbalance signals with the one or moresensors, determining, based on the measurements of the one or moresensors and the magnitude of the one or more tire balancing weights, thelocations on the tire wheel assembly to affix the one or more tirebalancing weights to balance the one or more of the tire, the wheel, thebearings, the brake components and the vehicle components that impartvibrations to the vehicle; and affixing the one or more tire balancingweights to the determined locations on the tire wheel assembly.

It is another object of the present invention to provide an instrumentedtool for performing tire servicing operations that is engageable with anend effector of a robotic system or mountable to a frame of the roboticsystem. The instrumented tool includes at least one actuator, acarriage, a drive that effects movement of the carriage between a firstposition and a second position, tooling mounted to the carriage and oneor more sensors.

These and other objects, features and advantages of the presentdisclosure will be apparent from the following detailed description ofillustrative embodiments thereof, which is to be read in connection withthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-1B are schematic illustrations of an automated tire changingsystem incorporating aspects of the present disclosure;

FIG. 2A is another schematic illustration of the automated tire changingsystem of FIGS. 1A and 1B in accordance with the present disclosure;

FIG. 2B is still another schematic illustration of the automated tirechanging system of FIGS. 1A and 1B in accordance with the presentdisclosure;

FIG. 2C is yet another schematic illustration of the automated tirechanging system of FIGS. 1A and 1B in accordance with the presentdisclosure;

FIG. 2D is another schematic illustration of the automated tire changingsystem of FIGS. 1A and 1B in accordance with the present disclosure;

FIG. 3 is a schematic block diagram of the automated tire changingsystem of FIGS. 1A and 1B in accordance with the present disclosure;

FIGS. 4A and 4B are schematic illustrations of a wheel weightinstallation tool of the automated tire changing system of FIGS. 1A and1B in accordance with the present disclosure;

FIG. 4C is a schematic illustration of a portion of the wheel weightinstallation tool of FIGS. 4A and 4B in accordance with the presentdisclosure;

FIGS. 4D and 4E are a schematic illustrations of a portion of the wheelweight installation tool of FIGS. 4A and 4B in accordance with thepresent disclosure;

FIG. 4F is a schematic illustration of a portion of the wheel weightinstallation tool of FIGS. 4A and 4B in accordance with the presentdisclosure;

FIGS. 5A-5C are schematic illustrations of a wheel weight installationtool of the automated tire changing system of FIGS. 1A and 1B inaccordance with the present disclosure;

FIG. 6A is a schematic illustration of a wheel weight dispenser andwheel weight transport of the automated tire changing system of FIGS. 1Aand 1B in accordance with the present disclosure;

FIGS. 6B and 6C are schematic illustrations of a portion of the wheelweight dispenser of FIG. 6A in accordance with the present disclosure;

FIGS. 7A-7F are schematic illustrations of portions of the wheel weighttransport of FIG. 6A in accordance with the present disclosure;

FIGS. 8A-8C are schematic illustrations of portions of the wheel weighttransport of FIG. 6A in accordance with the present disclosure;

FIGS. 9A-9C are schematic illustrations of a wheel assembly proximitysensor of the automated tire changing system of FIGS. 1A and 1B inaccordance with the present disclosure;

FIG. 10 is a flow diagram of a wheel weight installation method of theautomated tire changing system of FIGS. 1A and 1B in accordance with thepresent disclosure;

FIG. 11 is a flow diagram of a wheel assembly sensing method of theautomated tire changing system of FIGS. 1A and 1B in accordance with thepresent disclosure;

FIGS. 12-15 are flow diagrams of wheel balancing methods of theautomated tire changing system of FIGS. 1A and 1B in accordance with thepresent disclosure;

FIGS. 16A-16D are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 17A, 17B, and 18 are schematic illustrations of dynamic responsesof a wheel in accordance with aspects of the present disclosure;

FIG. 19 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 20A-20D are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 21 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 22A-22B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 23 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIG. 24 is schematic illustrations of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 25 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 26A-26C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 27 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 28A-28B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 29 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 30A-30D are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 31 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 32A-33B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 33 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIG. 34 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 35 is schematic illustrations of an automated tire changing systemincorporating aspects of the present disclosure;

FIG. 36 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIG. 37 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIGS. 38A-38B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 39A-39D are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 40A-40C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 41 is an exemplary flow diagram of a method in accordance withaspects of the present disclosure;

FIGS. 42A-42C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 43A-43B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 44A-44B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 45 and 46A-46D are schematic illustrations of a portion of anautomated tire changing system in accordance with aspects of the presentdisclosure;

FIG. 47 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 48 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 49 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIGS. 50A-50C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 51A-51B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 52A-52C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIG. 53 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIGS. 54A-54B are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 55A-55C are schematic illustrations of a portion of an automatedtire changing system in accordance with aspects of the presentdisclosure;

FIGS. 56, 57, and 58 are schematic illustrations of a portion of anautomated tire changing system in accordance with aspects of the presentdisclosure;

FIG. 59 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 60 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 61 is a schematic illustration of a portion of an automated tirechanging system in accordance with aspects of the present disclosure;

FIG. 62 is a top perspective view of a robotic automotive service systemformed in accordance with the present disclosure;

FIG. 63 is a front perspective view of a bead breaker system formed inaccordance with the present disclosure;

FIG. 64 is a left elevational view of the bead breaker system formed inaccordance with the present disclosure;

FIG. 65 is a graphical motion profile of an exemplary bead breakingmaneuver in accordance with the present disclosure;

FIG. 66 is a top perspective view of a bead tool system formed inaccordance with the present disclosure;

FIG. 67 is an exploded, top perspective view of the bead tool systemformed in accordance with the present disclosure;

FIG. 68 is a top perspective view of an alternative form of a bead toolsystem formed in accordance with the present disclosure;

FIG. 69 is a left elevational view of a bead tool end effector formed inaccordance with the present disclosure;

FIG. 70 is a bottom perspective view of the bead tool end effectorformed in accordance with the present disclosure;

FIG. 71 is a graphical motion profile of an exemplary bead removalmaneuver in accordance with the present disclosure;

FIG. 72 is a bottom perspective view of a gripper system formed inaccordance with the present disclosure, showing the gripper systemadjacent to a TWA;

FIG. 73 is a top perspective view of the gripper system formed inaccordance with the present disclosure;

FIG. 74 is an exploded, top perspective view of the gripper systemformed in accordance with the present disclosure;

FIG. 75 is a top perspective view of several grippers formed inaccordance with the present disclosure;

FIG. 76 is a cross-sectional, left elevational view of a face gripperformed in accordance with the present disclosure;

FIG. 77 is a front perspective view of the face gripper formed inaccordance with the present disclosure, showing the face gripper engagedwith the TWA;

FIG. 78 is a front perspective view of a lug-nut gripper formed inaccordance with the present disclosure;

FIG. 79 is a front perspective view of a turntable of the gripper systemformed in accordance with the present disclosure;

FIG. 80 is a front elevational view of the TWA, illustrating therelative dimensions thereof;

FIG. 81 is a top perspective view of an inflation tool system formed inaccordance with the present disclosure;

FIG. 82 is a top perspective view of the inflation tool system formed inaccordance with the present disclosure, showing the inflation toolsystem mated with the valve stem of the TWA;

FIG. 83 is a top perspective view of an annular seal formed inaccordance with the present disclosure;

FIG. 84 is a top perspective view of a cleaning tool system formed inaccordance with the present disclosure;

FIG. 85 is a top perspective view of a lubrication tool system formed inaccordance with the present disclosure;

FIG. 86 is a top perspective view of a lubrication tool system with alubricant spray head formed in accordance with the present disclosure;

FIG. 87 is a top perspective view of a valve tool system formed inaccordance with the present disclosure;

FIG. 88 is a rear elevational view of a balancing system formed inaccordance with the present disclosure;

FIG. 89 is a rear elevational view of another form of the balancingsystem formed in accordance with the present disclosure;

FIG. 90 is an illustration of the TWA, showing a set of principal axesand an imbalance thereof;

FIG. 91 is a top perspective view of a multi-axis accelerometer formedin accordance with the present disclosure;

FIG. 92 is a top plan view of a sensor mount formed in accordance withthe present disclosure;

FIG. 93 is a top perspective view of another form of a sensor mountformed in accordance with the present disclosure;

FIG. 94 is a rear elevational view of the balancing system formed inaccordance with the present disclosure, showing the multi-axisaccelerometer and sensor mount formed in accordance with the presentdisclosure attached to a vehicle;

FIG. 95 is a rear elevational view of the balancing system formed inaccordance with the present disclosure, showing single-axisaccelerometers and a sensor mount formed in accordance with the presentdisclosure attached to a vehicle;

FIG. 96 is a top perspective view of another form of a sensor mountformed in accordance with the present disclosure, showing an IMUthereon;

FIG. 97 is a top perspective view of the sensor mount illustrated inFIG. 96 , showing an IMU and a magnetometer thereon;

FIG. 98 is a top, rear perspective view of a TWA, showing the multi-axisaccelerometer formed in accordance with the present disclosure mountedthereto and in communication with a DAQ;

FIG. 99 is another top, rear perspective view of a TWA, showing themulti-axis accelerometer formed in accordance with the presentdisclosure mounted thereto and in communication with a DAQ;

FIG. 100 is a top, rear perspective view of a TWA, showing a sensormount formed in accordance with the present disclosure mounted thereto;

FIG. 101 is a top, rear perspective view of a TWA, showing themulti-axis accelerometer formed in accordance with the presentdisclosure mounted to the rim of the TWA using a rim clip;

FIG. 102 is a cross-sectional elevational view of the TWA, showing atire pressure monitoring system (TPMS) assembly formed in accordancewith the present disclosure situated therein;

FIG. 103 is a cross-sectional elevational view of the tire pressuremonitoring system (TPMS) assembly formed in accordance with the presentdisclosure;

FIG. 104 is a top perspective view of a gantry balancing system formedin accordance with the present disclosure, showing the gantry balancingsystem mounted to the TWA;

FIG. 105 is a top perspective view of another form of a gantry balancingsystem formed in accordance with the present disclosure, showing thegantry balancing system mounted to the TWA;

FIG. 106 is a top perspective view of a roller system formed inaccordance with the present disclosure;

FIG. 107 is a top perspective view of the roller system formed inaccordance with the present disclosure, showing the roller systemunderneath the TWA;

FIG. 108 is a top perspective view of a suspension support structuresystem formed in accordance with the present disclosure;

FIG. 109 is an exemplary block diagram of the state of the suspensionwhile the sprung suspension support structure formed in accordance withthe present disclosure is engaged

FIG. 110 left elevational view of the suspension support structuresystem formed in accordance with the present disclosure;

FIG. 111 is front perspective view of a vision-based balancing systemformed in accordance with the present disclosure;

FIG. 112 is top perspective view of the vision-based balancing systemformed in accordance with the present disclosure, showing fiducials onthe vehicle;

FIG. 113 is top perspective view of another form of the vision-basedbalancing system formed in accordance with the present disclosure;

FIG. 114 is a flow diagram of a method for on-car wheel balancing inaccordance with the present disclosure;

FIG. 115 illustrates an example gradient descent curve for wheelbalancing;

FIG. 116 is a graphical illustration showing the relationship betweenrotational frequency and time of the TWA during a constant speed vs.spin-down test;

FIG. 117 is a flow diagram of an iterative gradient descent sequence inwhich an algorithm in accordance with the present disclosure is run;

FIG. 118 is a flow diagram of an alternative iterative gradient descentsequence in which the algorithm in accordance with the presentdisclosure runs iteratively without the application of successivebalancing weights;

FIG. 119 is a flow diagram of a fit-based gradient descent sequence inwhich the measured imbalance is compared by the algorithm in accordancewith the present disclosure to a parametrized curve;

FIG. 120 illustrates a sample curve-fit for the fit-based gradientdescent algorithm in accordance with the present disclosure;

FIG. 121 is a flow diagram of a system identification (SID) process inaccordance with the present disclosure;

FIG. 122 is a flow diagram of a method of using SID for the on-car wheelbalancing process in accordance with the present disclosure;

FIG. 123 is a flow diagram of a machine learning (ML) systemarchitecture for on-vehicle wheel balancing formed in accordance withthe present disclosure;

FIG. 124 is a flow diagram of an exemplary process of wheel balancingusing an ML algorithm after the development of a wheel-balancing basedML model using the process shown in FIG. 123 of the drawings inaccordance with the present disclosure;

FIG. 125 is a flow diagram of a method for recovering additionaltraining data for the ML model through customer testing in accordancewith the present disclosure;

FIG. 126 shows an exemplary diagram of the contents of a typical signalacquired during the wheel balancing process in accordance with thepresent disclosure;

FIG. 127 illustrates a fast-Fourier transform (FFT) of an acquiredsignal;

FIG. 128 is top perspective view of a lift system formed in accordancewith the present disclosure;

FIG. 129 is top perspective view of a lift plate system formed inaccordance with the present disclosure;

FIG. 130 is top perspective view of a camera positioning system formedin accordance with the present disclosure;

FIG. 131 is a graphical illustration of operator controls formed inaccordance with the present disclosure;

FIG. 132 is top perspective view of the robotic automotive servicesystem formed in accordance with the present disclosure;

FIG. 133 is top perspective view of an alignment tool formed inaccordance with the present disclosure;

FIG. 134 is a bottom perspective view of a vehicle, showing thealignment tool formed in accordance with the present disclosure thereon;

FIG. 135 is a top perspective view of a self-service station formed inaccordance with the present disclosure;

FIG. 136 is a graphical illustration of an exemplary system interfaceformed in accordance with the present disclosure;

FIG. 137 is a top perspective view of a mobile service station formed inaccordance with the present disclosure;

FIG. 138 is a top perspective view of a transmission formed inaccordance with the present disclosure;

FIG. 139 is a top perspective view of another form of a transmissionformed in accordance with the present disclosure;

FIG. 140 is a top perspective view of a sensor mount formed inaccordance with the present disclosure;

FIG. 141 is a top perspective view of a tire handling system formed inaccordance with the present disclosure;

FIG. 142 is a top perspective view of a system dynamics modeling systemformed in accordance with the present disclosure;

FIG. 143 is a top perspective view of a robotic apparatus formed inaccordance with the present disclosure;

FIG. 144 is graphical illustration of an exemplary frequency responsecurve generated by the system dynamics modeling system formed inaccordance with the present disclosure;

FIG. 145 is a top perspective view of an electrical panel formed inaccordance with the present disclosure;

FIG. 146 is a partial cutaway, top perspective view of a tire rim andthe tire bead;

FIG. 147 is a top perspective view of a linear actuator formed inaccordance with the present disclosure;

FIG. 148 is a top perspective view of another form of a gantry systemformed in accordance with the present disclosure;

FIG. 149 is a top perspective view of another form of a tire handlingsystem formed in accordance with the present disclosure;

FIG. 150 is a front perspective view of another form of a suspensionsupport structure system formed in accordance with the presentdisclosure; and

FIG. 151 is a top perspective view of a another form of a roboticapparatus formed in accordance with the present disclosure.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

FIGS. 1A-1B illustrates an exemplary automated tire changing system 100in accordance with aspects of the present disclosure. Although theaspects of the present disclosure will be described with reference tothe drawings, it should be understood that the aspects of the presentdisclosure can be embodied in many forms. In addition, any suitablesize, shape or type of elements or materials could be used.

Referring to FIGS. 1A-1B, the aspects of the tire changing system 100described herein automate the process of changing tires 111T on avehicle 110 (also referred to herein as a road vehicle). As will bedescribed herein the tire changing system 100 provides for changingtires 111T with the wheel 111W (also referred to herein as a rim orwheel rim) on (i.e., in situ) the vehicle 110 or by removing the wheel111W from the vehicle 110. In one or more aspects, the tire changingsystem 100 provides for an operator of the tire changing system 100,such as a vehicle service technician 199, to select an in-situ tirechange or a tire change by removing the wheel 111W from the vehicle 110.The vehicle 110 is any suitable vehicle having a wheel assembly 111(including a tire 111T mounted on a wheel 111W, also referred to hereinas a tire-wheel assembly) coupled to and removable from a wheel hub.Suitable examples of a vehicle 110 include, but are not limited to,passenger vehicles, commercial vehicles, and recreational vehicles.

The aspects of the tire changing system 100 described herein automatetasks associated with changing tires 111T on the vehicle 110. A tirechange, as described herein, includes at a minimum, removal of an old orused tire 111TU from the wheel 111W and replacement of the used tire111TU with what may be referred to as a replacement or other (new) tire111TN that is installed on the wheel 111W in place of the removed usedtire 111N. The aspects of the tire changing system 100 provides for asingle vehicle service technician 199 to simultaneously monitor thechanging of more than one tire on the same or different vehiclesaddressing the problems noted above. The aspects of the tire changingsystem 100 described herein generally limit vehicle service technician199 interaction with the vehicle(s) 110 and/or tire changing apparatus(e.g., tire changing machines, tire balancers, etc.) and substantiallyeliminates lifting of wheel assemblies 111 by the vehicle servicetechnician 199. This allows the vehicle service technician 199 to workin a less labor intensive environment and interact with the tirechanging system 100 when necessary (e.g., such as to deliver vehicles110 to/from the tire changing system 100, provide replacement tires110TN or other supplies (valve stems, valve caps, lubricants, cleaningsolutions, etc.) to the tire changing system 100, perform maintenance oncomponents of the tire changing system, etc.). The aspects of the tirechanging system 100 also eliminate the need to lift the vehicle 110 toheights that would be ergonomic for the vehicle service technician 199to remove and install the wheel assembly 111 from and to the vehicle110. Here the vehicle 110 only need be lifted (or a normal force beremoved from the wheel assembly 111) to a height that the tire 111T nolonger contacts a traverse surface on which the vehicle 110 was movingso that suitable clearance is provided around the tire 111T tofacilitate removal of the wheel assembly 111 from the vehicle or removalof the tire 111T from the wheel 111W.

Still referring to FIGS. 1A-1B, the tire changing system 100 isconfigured to change one or more tires with the wheel 111W remaining on(i.e., in-situ) the vehicle 110 and/or with the wheel 111W removed fromthe vehicle 110. The tire changing system 100 includes at least one tirechanging station 101, noting that multiple tire changing stations may beprovided so that multiple vehicles 110 can be processed simultaneouslyby a single vehicle service technician 199. The autonomous configurationof the tire changing system provides for the processing of multiplevehicles 110 by a single vehicle service technician 199 and with minimalintervention by the vehicle service technician 199 in the tire changingprocess. Generally, the tire changing station 101 includes a vehiclecomponent balancing robot apparatus 189 for on vehicle balancing of oneor more of a tire 111T, a wheel 111W, bearings 111B (e.g., wheelbearings), brake components 111RD (e.g., including but not limited tobrake drums 111D and brake rotors 111R), and vehicle components 111Cthat impart, e.g., with the vehicle 110 in motion, vibrations to thevehicle 110 (e.g., such as by, but not limited to, imparting eccentricforces to a wheel hub 110H (see FIG. 1B) of the vehicle 110). Thevehicle component balancing robot apparatus 189 includes a frame 189Farranged so as to connect with the vehicle 110. At least one autonomoustraverse tire changing bot 120 (referred to herein for convenience as“bot 120”, also referred to herein as a robot) is connected to the frame189F. The frame 189F may be any suitable frame (e.g., a platform,surface, or otherwise) that directly or indirectly connects the bot 120and vehicle 110 for tire changing operations. It should be understoodthat reference to an autonomous traverse tire changing bot 120 does notpreclude inclusion of more than one autonomous traverse tire changingbot as will be described in greater detail herein. For example, someaspects of the present disclosure (see FIGS. 2A, 2B, and 2D) includemore than one separate and/or independent and cooperative bots 120,cooperating to effect a tire change (though in some aspects a singlerobot directly effects the tire change). In some aspects, there aremultiple bots 120 configured for respective tasks. For example, one bot120 is configured for wheel assembly 111 or tire 111T removal, anotherbot 120 is configured for lug nut/bolt removal, or any other process ofthe tire change as indicated by, for example, the tools 129A-129Qdescribed herein and described in U.S. Pat. No. 11,446,826 issued onSep. 20, 2022 and titled “Autonomous Traverse Tire Changing Bot,Autonomous Tire Changing System, and Method Therefor,” and U.S.provisional patent application No. 63/354,591 titled “Autonomous Tireand Wheel Balancer and Method Therefor” and filed on Jun. 22, 2022, thedisclosures of which are incorporated herein by reference in theirentireties.

As will be described herein, the bot 120 has at least one degree offreedom (such as along traverse path 299 and/or along any one or moreaxes of motion of the bot 120) so as to move, in the at least one degreeof freedom, relative to the frame 189F. The bot 120 is configured sothat the move, relative to the frame 189F in the at least one degree offreedom, resolves a predetermined location of the wheel assembly 111relative to a reference frame RREF of the bot 120. For example, the bot120 may be configured to employ one or more of a vision sensor, anultrasonic sensor, and a proximity sensor (generally referred to hereinas proximity sensor 129N) as described herein for resolving thepredetermined location (see FIGS. 1B and 2A-2D) of the wheel assembly111 relative to the reference frame RREF of the bot 120. Thepredetermined location of the wheel assembly 111 determines a frame ofreference of the wheel assembly WREF relative to the reference frameRREF of the bot 120.

Referring still to FIGS. 1A-1B, the bot 120 includes a bot frame 125that includes or is coupled/mounted to a base or carriage 120C. In oneaspect, the carriage 120C is a stationary carriage having a frame 120Fthat facilitates fixing the bot 120 in a stationary location at a tirechanging station 101 (such as adjacent a wheel assembly 111 mounted onthe vehicle 110—see FIGS. 2A-2D). In other aspects, the carriage 120C isany suitable carriage that facilitates traverse of the bot 120 asdescribed herein. For example, as illustrated in FIG. 2A, the carriage120C may be a wheeled carriage that includes a carriage frame 120F,wheels 120W (shown in dashed lines) supporting the carriage frame 120F,and a carriage drive section 121 (shown in dashed lines).

For exemplary purposes only, the carriage drive section 121 (whetherwheeled or otherwise) includes at least one motor 121M that defines atleast one degree of freedom powering at least one of the wheels 120W (orrotating a ball-screw, etc.) effecting autonomous traverse of thecarriage 120C, along a traverse path 299 (see, e.g., FIGS. 2A-2D),relative to a traverse surface or a floor 198 on which the bot 120 restsin a manner similar to that described in U.S. Pat. No. 11,446,826 issuedon Sep. 20, 2022 and titled “Autonomous Traverse Tire Changing Bot,Autonomous Tire Changing System, and Method Therefor,” previouslyincorporated herein by reference in its entirety. As will be describedherein, the traverse path 299 along which the bot travels is in one ormore aspects, a path around the entire vehicle 110 or a path around aportion of the vehicle 110, where the traverse path may depend on anumber of bots 120 included in the tire changing system 100. Forexample, where there are two bots 120 each bot traverses along arespective side (e.g., driver or passenger side) of the vehicle 110. Asanother example, where there are two bots 120 on a common side of thevehicle 110 (e.g., either the driver or passenger side) each bot 120traverses along a respective portion of the common side of the vehicle110.

The traverse path (such as traverse path 299 in FIG. 2A) may be definedin any suitable manner, such as through non-contact bot guidance on anindeterministic travel surface (i.e., without physical constraintsguiding movement of the bot 120). Where the bot 120 travels on anindeterministic travel surface the wheels 120W are configured in anysuitable manner so as to provide the carriage 120C with both lineartraverse and rotational movement. For example, one or more of the wheels120W may be steerable or the wheels may be holonomic wheels (such asMecanum wheels, Omni wheels, or poly wheels). In other aspects, traverseof the carriage 120C may be effected on (where the wheels are replacedor supplemented by) sliding elements such as rails and/or tracks, thatinclude, but are not limited to, guide rod and sleeve bearings, or anyother guide system for effecting linear traverse and/or rotationalmotion of the carriage 120C. The rails and/or tracks may provide for,including but not limited to, the carriage 120C being suspended ordependent from an overhead gantry or wall, with traverse of the carriage120C in both vertical and horizontal directions (see FIG. 2B). In otheraspects, the carriage 120C may be mounted on the may be mounted to thefloor, mounted to any suitable traverse carriage, or may be mounted on aturret carriage configured to traverse with at least one degree offreedom.

In one or more aspects, the entire bot 120 may align itself in one ormore degrees of freedom with respect to the vehicle 110, the wheelassembly 111, the wheel 111W, the tire 111T or any other component ofthe tire changing system 100 to perform a tire changing operation. Forexemplary purposes only, a center of rotation of the tire bead breakertool 129H (described herein) is substantially aligned with a center ofrotation of the wheel assembly 111 and the plane in which the tire beadbreaker tool 129H acts is set so as to be substantially parallel to therotational axis of the wheel assembly 111. Where the carriage 120Cincludes steerable or holonomic wheels, this positional adjustment ofthe tire bead breaker tool 129H is accomplished, at least in part, bycontrolling the wheels for positioning the bot 120 along one or more ofthe following directions:

-   -   linear direction 237 extending substantially parallel to both        the floor 198 and the vehicle 110 and extending lengthwise (from        front to back) relative to the vehicle 110; and    -   linear direction 238 extending substantially perpendicular to        the vehicle 110 and substantially parallel to the floor 198.        The carriage 120C, whether fixed or wheeled, may also include a        movement stage 120S that coupled to the frame 120F so as to move        in at least direction 238 relative to the frame 120F. For        example, the movement stage 120S is coupled to the frame 120F by        stage guide rails having any suitable drive that provides the        movement stage 120S with linear movement in direction 238. The        carriage 120C may include one or more rotational couplings that        couple a movement stage 120S to the frame 120F. These one or        more rotational couplings include any suitable drives for moving        the movement stage 120S in one or more of the following        directions:    -   rotational direction 239 having an axis of rotation 239R        extending substantially perpendicular to the floor;    -   rotational direction 240 having an axis of rotation 240R        extending substantially parallel with the floor 198; and    -   rotational direction 241 having an axis of rotation 241R        extending substantially parallel with the floor 198.        In some aspects, a vertical drive may be provided to move the        movement stage 120S (and/or the frame 120F) vertically to raise        or lower the movement stage 120S (and/or the frame 120F). As        such, the movement stage 120S may be provided with five or six        degrees of freedom (in other aspects there may be more than six        or less than five degrees of freedom) for aligning the bot 120        with respect to the vehicle 110, the wheel assembly 111, the        wheel 111W, the tire 111T or any other component of the tire        changing system 100 to perform a tire changing operation.        The bot frame 125 includes at least one actuator 126 (or arm        which may be configured as linear extension/retraction slide, an        elongated member, a rod, a linear actuator, a rotary actuator,        an articulated actuator, a telescopic actuator or any suitable        combination thereof) and a bot drive section 127. The at least        one actuator 126 is a driven actuator that is driven so as to        extend along or in the at least one degree of freedom of the bot        120 between a retracted position and an extended position, the        extended position locating an (i.e., at least one) end effector        128 (and a distal end 120D at which the end effector 128 is        located) of the actuator 126 proximate a wheel assembly 111. In        one or more aspects, the at least one actuator 126 may be any        suitable multi-axis actuator available from such manufacturers        as Fanuc Robotics Company, Kuka Automation Company, and Yaskawa        Electric Corporation. In one or more aspects the at least one        actuator 126 has a bespoke actuator configuration with any        suitable number of axes or degrees of freedom. The at least one        actuator 126 (whether commercially available or bespoke) has any        suitable number of degrees of freedom for effecting a tire        change as described herein. For example, the at least one        actuator 126 is a one axis actuator, a two axis actuator, a        three axis actuator, a five axis actuator, a six axis actuator,        a seven axis actuator, nine axis actuator, or an actuator with        any other suitable number of axes or degrees of freedom. In one        or more aspects, as described herein, the bot 120 has more than        one actuator 126, 126A where, in one or more aspects, the        different actuators have different numbers of axes and/or        different tire changing capabilities. The actuator 126 is driven        by the bot drive section 127, where the bot drive section 127        includes at least one motor 127M that defines a bot actuator        degree of freedom, separate and distinct from the at least one        degree of freedom powering the traverse path 299 axis of the bot        120 (e.g., the degree of freedom powering the at least one of        the wheels 120W, ball screw rotation, etc.).

The actuator 126 has an end effector 128 arranged to interface the wheelassembly 111 and the bot 120 moves the end effector 128 to otherpredetermined locations on the wheel 111W of the wheel assembly 111,determined based on resolution of the predetermined location of thewheel assembly 111 relative to the reference frame RREF of the bot 120.The other predetermined locations on the wheel 111W are wheel balancingweight locations (see FIGS. 5A-resolving imbalance of the one or more ofthe tire 111T, the wheel 111W, the bearings 111B, the brake components111RD (e.g., including but not limited to the brake drums 111D and thebrake rotors 111R), and the vehicle components 111C that impart, e.g.,with the vehicle 110 in motion, vibrations to the vehicle 110 (e.g.,such as by, but not limited to, imparting eccentric forces to the wheelhub 110H (see FIG. 1B)). As described herein, the end effector 128interfaces the wheel assembly 111 at the other predetermined locationsso as to effect a balancing solution of the one or more of the tire111T, the wheel 111W, the bearings 111B, the brake components 111RD, andthe vehicle components 111C via robotic application of wheel balancingweights 400 with the end effector 128.

The end effector 128 includes a wheel or tire engagement tool 129disposed so that articulation of the at least one actuator 126 with thebot actuator degree of freedom effects engagement contact of the wheelor tire engagement tool 129 and a wheel 111W or a tire 111T mounted onthe vehicle 110. The actuator movement axis/axes AX1-AX6 defined bymovement of the at least one actuator 126 with the bot actuator degreeof freedom is separate and distinct from the traverse path 299 alongwhich the carriage 120C (in wheeled form) traverses. As describedherein, the aspects of the present disclosure provide for automatedcontrol of fully dynamic pose of the carriage 120C (at least along onedrive axis) of the carriage 120C) so that movement of the at least oneactuator 126 (along a different drive axis than the drive axis of thecarriage 120C) engages any suitable tool (such as those describedherein) coupled to the end effector 128 of the at least one actuator 126to a variably positioned wheel 111W and/or tire 111T on the vehicle 110.

Referring to FIGS. 1A-1B, in accordance with one or more aspects of thepresent disclosure the wheel or tire engagement tool 129 includes one ormore of a wheel assembly grip 129A, a valve stem cap installation tool129B, a valve stem cap removal tool 129C, a tire deflation tool 129D, atire mounting/dismounting tool 129E, a valve core installation tool129F, a valve core removal tool 129G, a tire bead breaker tool 129H, awheel cleaning tool 129I, a lug wrench 129J, a tire balancing beaddispenser 129K, a tire inflation tool 129L, and a tire balancer 129M,suitable examples of which are provided in U.S. Pat. No. 11,446,826issued on Sep. 20, 2022 and titled “Autonomous Traverse Tire ChangingBot, Autonomous Tire Changing System, and Method Therefor,” and UnitedStates provisional patent application No. 63/354,591 titled “AutonomousTire and Wheel Balancer and Method Therefor” and filed on Jun. 22, 2022,the disclosures of which were previously incorporated herein byreference in their entireties. In accordance with one or more aspects ofthe present disclosure the wheel or tire engagement tool 129 alsoincludes a proximity sensor 129N, a wheel weight installation tool 129O,a wheel weight gripper 129P (also referred to herein as a wheelbalancing weight grip), a wheel weight dispenser 129Q, and/or any othersuitable tool that effects changing a tire 111T. The wheel weightinstallation tool 129O and wheel weight gripper 129Q each form acompliant end effector that, as described herein, interfaces the wheelassembly 111 determining a wheel or rim location (e.g., relative to areference frame RREF of the bot 120, 120WR) of the wheel 111W of thetire wheel assembly 111 and predetermined locations (such as wheelweight locations on the wheel 111W) so as to effect a balancing solutionof the one or more of the tire 111T, the wheel 111W, the bearings 111B,the brake components 111RD (e.g., including but not limited to the brakedrums 111D and the brake rotors 111R), and the vehicle components 111Cthat impart, e.g., with the vehicle 110 in motion, vibrations to thevehicle 110 (e.g., such as by, but not limited to, imparting eccentricforces to the wheel hub 110H (see FIG. 1B)) via robotic application ofwheel balancing weights 400 with the compliant end effector. In one ormore aspects, the above-noted tools are stored on any suitable toolholder 134 carried by the carriage 120C or located off-board the bot 120at a location within the tire changing station 101 that is accessible bythe at least one actuator 126.

In one or more aspects, the above-noted tools areinterchangeable/swappable with each other so that the end effector 128places one and picks up another different tool for performing tirechanging tasks. For example, the bot 120 includes a controller 160 thatis configured to command the at least one actuator 126, based on a taskto be performed, to automatically exchange one tool for another, such asthrough articulation of the at least one actuator 126 the end effector128 places a tool (e.g., such as the tire bead breaker tool 129H) at thetool holder 134 and then picks another different tool from the toolholder (e.g., such as tire inflation tool 129L) for performing asubsequent step in the tire change process.

In other aspects, the bot 120 includes more than one actuator 126, 126A(two actuators are shown in FIGS. 1A-1B for exemplary purposes, but inother aspects there may be more than two actuators). Each of the morethan one actuator 126, 126A has a different respective actuator movementaxis (noting each actuator 126, 126A includes respective axes AX1-AX6 ofarticulation for exemplary purposes only), and a different respectiveend effector 128, 128A disposed for working on the wheel 111W or tire111T mounted on the vehicle 110 (or off the vehicle). Here, in one ormore aspects, each actuator 126, 126A holds a different one of the toolsnoted above (e.g., there may an actuator 126 for each tool, noting thatin some aspects, the tools are also exchangeable so that one actuator126 is common to a number of tools that are selectably coupled (such asby employing a tool changer—see FIG. 1B) to the common actuator 126, asnoted above). Further, the above-noted tools are combined, in someaspects, so that a single combination tool performs several tasks. Forexample, in one aspect, the wheel weight dispenser 129Q, the wheelweight gripper 129P, the wheel weight installation tool 129O, and/or theproximity sensor 129N may be combined, where when combined (in anysuitable combination) the proximity sensor 129N provides for one or moreof the wheel weight dispenser 129Q, the wheel weight gripper 129P and/orthe wheel weight installation tool 129O determining a location of thewheel assembly 111 relative to the reference frame RREF of the robot120, 120WR. In other aspects, one or more of the wheel weight dispenser129Q, the wheel weight gripper 129P and/or the wheel weight installationtool 129O, and the proximity sensor 129N may be combined with one ormore of the wheel assembly grip 129A, the a valve stem cap installationtool 129B, a valve stem cap removal tool 129C, a tire deflation tool129D, a tire mounting/dismounting tool 129E, a valve core installationtool 129F, a valve core removal tool 129G, a tire bead breaker tool129H, a wheel cleaning tool 129I, a lug wrench 129J, a tire balancingbead dispenser 129K, a tire inflation tool 129L, a tire balancer 129M,and/or any other suitable tool that effects changing a tire 111T (notingany other combinations of the various tools may be effected and arewithin the scope of the present disclosure).

The controller 160 is also configured to control the drives of the bot120 (e.g., drives of the actuator 126 and carriage 120C that effectmovement of the actuator 126 and carriage 120C as described herein) toposition the carriage 120C relative to the vehicle 110, another bot 120or other component (e.g., tire balancer, tire changing machine, cart,etc.) of the tire changing system 100. Referring also to FIG. 3 , thecontroller 160 includes a network application interface 330 and acommunication module 331 (configured as a hardware or software module)so that the bot 120 communicates with the control console 310 and/orcloud based services (e.g. such as for bot software updates). Thecontroller 160 is programmed with process control algorithms and statemachines 332 to effect the operation of the bot 120 as described herein.A motion application interface 333 and vision application interface 334are also provided in the controller 160 so that the process controlalgorithms and state machines 332 interface with motion controllers 335and vision processors 336 of the bot 120. The bot 120 includes anysuitable onboard communications network 337 (such as an EtherCAT orother suitable network) that communicably couples the cameras, drives,motors, sensors, actuators, switches, etc. (as described herein) of thebot 120 to a respective motion controller 335 or vision processor 336.While the controller 160 of the bot 120 was described, it should beunderstood that controllers of the other tire changing system 100devices 320A-320 n are substantially similar to the controller 160.

Referring to FIGS. 1A-1B and 3 a control architecture 300 of the tirechanging system 100 will be described. The control architecture of thetire changing system 100 generally includes a business and applicationlogic portion 301, a control console 310, and one or more tire changingsystem devices 320A-320 n (where n is an integer that denotes an uppernumerical limit to the number of tire changing system devices in thetire changing system 100). The control console 310 includes any suitableprocessors and memory for controlling aspects of the tire changingsystem 100 as described herein (noting the memory is any suitable memoryaccessible by the processors such as a memory resident within the tirechanging system 100 or a cloud based memory as described herein), and iscommunicably connected (e.g., wirelessly, through wires, is carried by,or remotely located) to the devices 320A-320 n. The one or more tirechanging system devices 320A-320 n are any one or more of the devicesdescribed herein (i.e., bots 120, automated or semi-automated tirechanging machines 182, automated or semi-automated tire balancingmachines 183, tire storage racks/carts 187, wheel weight dispensers 181,barriers, etc.). The one or more tire changing system devices 320A-320 nare in one aspect assigned to a single tire changing station 101 (suchas where the service facility has a single service bay), or in otheraspects, some of the tire changing system devices 320A-320 n areassigned to one tire changing station 101 and other ones of the tirechanging system devices 320A-320 n are assigned to another tire changingstation 101 (such as where the service facility has more than oneservice bay).

As can be seen in FIG. 3 , a portion of the business and applicationlogic portion 301 overlaps with a portion of the control console 310;however in other aspects there may not be any overlap. For exemplarypurposes, a portion of the business and application logic portion 301 isresident in the control console 310. The business and application logicportion 301 is configured with any suitable operating system (OS)configured (e.g., programmed with non-transitory computer readable codeexecuted on any suitable processor of the control console 310) tofacilitate one or more of local services and cloud based services. Thecontrol console 310 includes a database access and management module 302(which may be configured as a hardware or software module), a cloudinterface module 303 (which may be configured as a hardware or softwaremodule), an operator graphical user interface 304, and an applicationlogic module 305 (which may be configured as a hardware or softwaremodule) that are shared with the business and application logic portion301.

The operator graphical user interface 304 is configured (e.g.,programmed with non-transitory computer readable code executed anysuitable processors and memory) to facilitate operator input and control(e.g., both operational control for tire changing services andadministrative services (e.g., billing, software updates, databaseentry, billing, inventory, etc.) control) of the tire changing system100. The database access and management module 302 is in communicationwith operator graphical user interface 304 and any suitable database(s)360 and facilitates access to and storage of information including, butnot limited to tire information, customer information, vehicleinformation, billing information, and inventory and relationshipsbetween the various information (i.e., each customer or vehicle has arespective record that includes respective tire information, respectivebilling information, etc.). The cloud interface module 303 is configured(e.g., programmed with non-transitory computer readable code executedany suitable processors and memory) to provide an interface between thecontrol console and one or more cloud services. It is noted thatreference to cloud services herein pertains to cloud computing which isknown as the on-demand availability of computer system resources,especially data storage and computing power, without direct activemanagement by the user and generally refers to data centers available tomany users over the Internet. These cloud services include but are notlimited to remote access to the tire changing system 100, point ofservice payment and billing, and over-the-air software updates tocomponents of the tire changing system 100. The application logic module305 is configured to at least interface the operator graphical userinterface 304, the database access and management module 302, and thecloud interface module 303 with each other.

The control console 310 also includes a Web application interface 306, aprocess monitor module 307 (which may be configured as a hardware orsoftware module), a process control module 308 (which may be configuredas a hardware or software module), a device maintenance module 309(which may be configured as a hardware or software module), and anetwork application interface to device module 311 (which may beconfigured as a hardware or software module). The Web applicationinterface 306 is configured (e.g., programmed with non-transitorycomputer readable code executed any suitable processors and memory) toprovide access, e.g., for the operator graphical user interface and/orother modules of the control console, to a web server and/or web browser(e.g., for accessing the cloud services). The process monitor module 307is configured to (e.g., programmed with non-transitory computer readablecode executed any suitable processors and memory) monitor (e.g., bysending data to and receiving data from the devices 320A-320 nindicating a tire change process has started, has ended, or paused dueto error) the tire changing process as described herein and providefeedback to the process control module 308. The process control module308 is programmed (e.g., programmed with non-transitory computerreadable code executed any suitable processors and memory) to issuecommands to the devices 320A-320 n controlling the process flow for atire change so that tire change operations are performed in apredetermined sequence that may depend on the type of tire change andtire change services requested. The device maintenance module 309 isprogrammed (e.g., programmed with non-transitory computer readable codeexecuted any suitable processors and memory) to monitor a health of thedevices 320A-320 n and provide maintenance alerts to the operatorthrough the operator graphical user interface 304. The networkapplication interface to device module 1011 is configured to provides awired or wireless interface between the components of the controlconsole and the devices 320A-320 n.

In the aspect illustrated in FIGS. 1A-1B the control console 310 isdisposed on the floor 198 and is remotely connected (through either awired or wireless connection) to the devices 320A-320 n. Referring tocontroller 160 of the bot 120, for exemplary purposes, the controller160 (including suitable processors and memory 161 for controllingoperations of the bot 120 as described herein) is in communication withthe control console 310 and is communicably connected (e.g., wirelessly,through wires, is carried by, or remotely located) to the bot drives soas to effect operation of the bot 120 for wheel changing operations, andin some aspects traverse of the bot 120 along the traverse path 299effecting dynamic positioning of the at least one actuator 126. In someaspects, the wheel changing operations employing one or more visionsystems 130, 162 and respective cameras 131, 163, 163A, 163B, 163C, 163D(see also FIG. 2B) to locate to a variable position of the vehicle 110with the wheel 111W or tire 111T mounted thereon relative to the bot120. Suitable examples of vision systems that may be employed herein canbe found in U.S. Pat. No. 11,446,826 issued on Sep. 20, 2022 and titled“Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System,and Method Therefor,” previously incorporated herein by reference in itsentirety. For example, in a service facility the vehicle servicetechnician 199 drives the vehicle 110 into a service bay. As may berealized, there is nothing to locate the vehicle 110, in the servicebay, at any particular location (e.g., the vehicle may never be locatedin the same place twice) such as would be the case in a vehicle assemblyline where the vehicle is carried by a conveyor and stopped atdesignated/predetermined positions (with respect to assembly automation)for assembly operations. Moreover, vehicles that are serviced in servicefacilities have varying wheel bases, varying wheel tracks, varying rideheights, varying camber, varying caster, etc. from vehicle to vehicle(e.g., many different makes and models of vehicles are serviced in thesame service bay in any given amount of time one after the other),unlike in a vehicle assembly line where assembly operations areperformed on the same make and model vehicle. As such, in servicefacility operations, within any given service bay (e.g., tire changingstation 101), the vehicle 110 (and the components thereof) has adynamically varying position (that changes from vehicle to vehicle, oreven for the same vehicle each time that vehicle is driven into andparked within the service bay) with respect to the tools/machines withinthe tire changing station 101. Here, the positioning of the at least oneactuator 126 relative to the variable position of the vehicle 110 withthe wheel 111W or tire 111T mounted thereon is disposed so thatarticulation of the at least one actuator 126 engages the wheel or tireengagement tool 129 to the wheel 111W or tire 111T on the vehicle 110 inthe variable position.

Referring also to FIGS. 1A-1B, in the example illustrated in FIG. 2C,the tire changing system 100 includes automated or semi-automated tirechanging machine(s) 182 and automated or semi-automated tire balancingmachine(s) 183 where the bot 120 is configured to remove a wheelassembly 111 from the vehicle and transport the wheel assembly 111 tothe tire changing machine 182. Here, the end effector 128, with thewheel or tire engagement tool 129 coupled thereto, on articulation ofthe at least one actuator 126 is configured to place the wheel 111W,with the tire 111T mounted thereto, on the automated (or semi-automated)tire changing machine. In the case of removing the tire 111T from thewheel 111W, the bot end effector 128 is configured to remove the tire111T (e.g., a used or old tire 111TU), uninstalled from the wheel 111Wby the automated (or semi-automated) tire changing machine 182, from thetire changing machine 182. In the case of installing the tire 111T tothe wheel 111W, the end effector 128 is configured to place another tire111T (e.g., a replacement tire 111TN) on the automated (orsemi-automated) tire changing machine 182 for installation of the othertire 111TN to the wheel 111W by the tire changing machine 182. The endeffector 128, with the wheel or tire engagement tool 129 coupledthereto, on articulation of the at least one actuator 126 is configuredto place the wheel 111W, with the other tire 111TN mounted thereto, onthe automated (or semi-automated) tire balancing machine 183. Here, inone or more aspects, one of the robotic actuators 126, 126A picks wheelsweights from a hopper and applies them to the wheel in locationsidentified by the tire balancing machine 183. Once balanced the wheelassembly 111 may be installed on the vehicle 110 by the bot 120.

As may be realized (and shown in FIGS. 1A-1B, 2A, and 2D) the tirechanging system 100 is configured, in some aspects, to provide both insitu tire changes with the wheel 111W mounted in situ on the vehicle 110and tire changes performed by the tire changing machine(s) 182 and tirebalancing machine(s) 183 with the wheel 111W removed (i.e., located offof) the vehicle 110. The configuration of the tire changing system 100between in-situ tire changes and tire changes with the wheel 111Wremoved from the vehicle may be effected through the control console310. For example, as noted above, the vehicle service technician 199 mayselect an in-situ tire change and/or a tire change with the wheel 111Wremoved from the operator graphical user interface 304. The operatorgraphical user interface 304, in one aspect, is also configured to allowthe vehicle service technician 199 to select which tires (e.g.,passenger front, passenger rear, drive front, or drive rear) are to bechanged in-situ or by removing the wheel 111W so that in-situ andremoved wheel tire changes are performed on a common vehicle.

The control console 310 is also configured, such as through inputs onthe operator graphical user interface 304, so that the vehicle servicetechnician 199 selects which tire change operations are to be performed.For example, the vehicle service technician 199 may select, and thecontrol console 310 is configured to effect such selection, a type ofbalancing to be performed on a tire (e.g., wheel weights, tire beads,etc.), whether a valve core is replaced, which tires are to be replaced,the make/model/size of tire to be installed, whether some tire changeoperations are to be performed manually or in a semi-autonomous manner,etc. In some aspects, there are pre-programmed tire change routines 361corresponding to a respective type of vehicle (car, truck, sports car,make, model, etc.), a respective type of wheel or tire, and or arespective customer that are stored in a memory such as database 360.These pre-programmed tire change routines 1061 are selectable by thevehicle service technician 199 through, for example, the operatorgraphical user interface 304 and specify a tire change recipe (whichtire change processes are to be performed and whether or not one or moretires are changed in-situ or changed by removing the wheel).

Referring to FIGS. 1A-1B, 2A-2C, and 5-8 , in one aspect, the automatedtire changing system 100 includes supply carts 187 configured to holdtires 111T, wheels 111W, and or wheel assemblies 111. In one or moreaspects, one or more of the supply carts 187 are manual carts that aremoved from location to location by, for example, the vehicle servicetechnician 199. In one or more other aspects, one or more of the carts187 is an automated cart having a cart drive section 188, where the cartincludes a controller 160′ and memory 161′, vision system 130′,positioning sensors 132′, and navigation system 163′, which aresubstantially similar to the controller 160 and memory 161, visionsystem 130, positioning sensors 132, and navigation system 133 of awheeled bot 120 (noting that manual and automated carts can be usedalongside each other). Here, the cart autonomously navigates throughoutthe tire changing station 101 in a manner substantially similar to thatdescribed above with respect to bot 120. In still other aspects, one ormore of the carts 187 (such as the manual cart) is configured to betowed by a wheeled bot 120 or an automated cart to a predeterminedlocation within the tire changing station 101.

As may be realized, the automated tire changing system 100, in one ormore aspects, includes fencing or other barriers 227 (see FIG. 2B) tosubstantially isolate the vehicle service technician 199 from the bots120 and automated supply carts 187 when in operation. In some aspects,the barriers 227 have any suitable interlock devices that terminatepower to specific axes of motion or all axes of motion of the bot 120(and any other automation of the tire changing system 100) upon openinga door to the barrier 227 and/or entering the barrier 227. In otheraspects, the bots 120 and automated supply carts 187 are configured tocollaboratively operate with the vehicle service technician 199 so as tohand off tires 111T, wheels 111W, wheel assemblies 111, etc. to/from thevehicle service technician 199.

Referring to FIGS. 1, 4A, and 4B, as described herein, the automatedtire changing system 100 is configured to install wheel weights 400 on awheel 111W and/or on a wheel assembly 111 (a wheel 111W with a tire 111Tmounted thereon, also referred to herein as a tire-wheel assembly) withthe wheel 111W and/or wheel assembly 111 mounted on a vehicle 110. Asalso described herein, the robot 120 includes an end effector 128configured to couple with the wheel weight gripper 129P (FIGS. 4A and4B) and the wheel weight installation tool 129O (FIGS. 5A-5C), where thewheel weight gripper 129P and the wheel weight installation tool 129Oare interchangeable/swappable with each other on the end effector 128 asdescribed herein. The end effector 128 and/or the wheel weight gripper129P and the wheel weight installation tool 129O are configured in anysuitable manner (such as in a manner similar to that illustrated anddescribed with respect to, e.g., FIGS. 5A and 9B but such illustrationis only exemplary and the configuration of the end effector and/or thestructural connection between the end effector and the wheel weightgripper 129P and the wheel weight installation tool 129O is not limitedto what is illustrated) such that the wheel weight gripper 129P andwheel weight installation tool 129O are inserted into the barrel 450 ofthe wheel 111W with the wheel 111W mounted on the vehicle 110 forapplication of the wheel weight 400. In other aspects, the robot 120includes sufficient articulation to reach around the wheel assembly111/wheel 111W for inserting the wheel weight gripper 129P and wheelweight installation tool 129O into the barrel 450 for installation of awheel weight 400 to the surface 450S of the barrel 450. In still otheraspects, one or more wheel weight installation robot 120WR (see FIG. 1B)may be provided where the wheel weight installation robot is shaped andsized to travel (e.g., in manners similar to those described above withrespect to robot 120) underneath the lifted vehicle 110 and access thebarrel 450 of a wheel 111W for installing (or removing) wheel weights400. The wheel weight installation robot 120WR includes a controller120″ similar to controller 160 of robot 120, where the controllers 120,120′, 120″ (and any other suitable controller of the automated tirechanging system 100) may be communicably connected to one another so asto pass information therebetween for cooperative operation ofrespectively controlled components of the automated tire changing system100.

FIGS. 4A and 4B schematically illustrate the wheel weight gripper 129Pcoupled to the end effector 128 (or distal end 120D which comprises theend effector 128S) of robot 120. The wheel weight gripper 129P is aconformable or conforming wheel weight gripper that includes aresilient/compliant structure that conforms, from a relaxedconfiguration (as illustrated in FIG. 4A—shown where the flexible grip420 is substantially straight or planar for exemplary purposes only, butin other aspects the flexible grip may have a curved shape in therelaxed configuration), to a surface of the wheel 111W onto which thewheel weight 400, carried by the wheel weight gripper 129P, is applied.The wheel weight gripper 129P includes resiliently compliant wheelbalancing weight applicator 129PA having a rigid frame or base 410, acompliant support 415 (also referred to herein as a resilientlycompliant wheel balancing weight applicator), and a flexible grip 420(also referred to herein as a wheel balancing weight grip). The rigidbase 410 is configured for coupling with the end effector 128 in anysuitable manner, such as in accordance with the releasable couplings ofthe end effector 128. In some aspects, the wheel weight gripper 129P maybe a unitary one piece member, while in other aspects the components ofthe wheel weight gripper 129P may be coupled to each other in anysuitable manner (e.g., mechanically or chemically). In still otheraspects, the wheel weight gripper 129P may be integral with the endeffector 128. It is noted that the configuration of the wheel weightgripper 129P described herein is exemplary and the wheel weight gripper129P may have any suitable compliant structure for adhering wheelweights to a wheel as described herein.

The compliant support 415 has a resilient body 415B that has a firstside 415S1 and a second side 415S2. The first side 415S1 is coupled tothe rigid base 410 in any suitable manner (e.g., mechanical or chemicalfasteners, welding, brazing, over-molding the resilient body 415Bover/on the rigid base 410 (or vice versa), or any other suitablemanner) so that the rigid base 410 and resilient body 415B are carriedtogether as unit by the robot 120. The compliant support 415 isillustrated as having an opposing leaf spring or opposing bowconfiguration for exemplary purposes only and in other aspects has anysuitable configuration that provides for conformity and flexing of theflexible grip 420. In this example, the compliant support includes afirst resilient leaf or bow 416 that is coupled at its ends 416E1, 416E2to the first side 415S1. The first leaf 416 has a crown 416C disposedbetween the ends 416E1, 416E2. A second resilient leaf or bow 417 hasends 417E1, 417E2 and a crown 417C disposed between the ends 417E1,417E2. The crown 417C of the second leaf 417 is coupled to the crown416C of the first leaf 416 so as to form the opposing leaf or opposingbow configuration. The ends 417E1, 417E2 of the second leaf 317 arecoupled to the second side 415S2. In one aspect, the compliant support415 is formed with the sides 415S1, 415S2 of any suitable resilientmaterial (e.g., rubber, plastic, spring steel, etc.) as a single onepiece unit (e.g., by molding as a single one piece unit, welding,brazing, etc.).

The flexible grip 420 is coupled to the second side 415S2 of theresilient body 415 in any suitable manner (e.g., mechanical or chemicalfasteners, welding, brazing, over-molding the resilient body 415Bover/on the flexible grip 420 (or vice versa), or any other suitablemanner) so that the rigid base 410, the resilient body 415B, andflexible grip 420 are carried together as unit by the robot 120. Theflexible grip 420 is configured to grip and hold one or more wheelweights 400 against a weight interface surface 420S of the flexible grip420 in any suitable manner. For example, the flexible grip 420 includesone or more of adhesives 474, magnet(s) 471, vacuum grip(s) 472, andspring clips 473 (or other suitable clips) that grip the wheel weightand hold the wheel weight against the flexible grip for transport by therobot 120 and for application to a surface 450S of the barrel 450 of thewheel 111W. Where vacuum grip(s) 472 are provided, any suitable vacuumsource VC is provided on the robot 120 or end effector 128 and iscoupled to the vacuum grip(s) 472 such as by hoses or any other suitableconduit.

Referring also to FIG. 4C, the magnet(s) 471 of the flexible grip 420may be segmented permanent magnets (or electromagnets) 471S arrayedalong a length L of the flexible grip 420 where a spacing S between themagnets 471 allows the flexible grip 420 to bend and flex so as toconform to the surface 450S of the barrel 450. In other aspects, theflexible grip 420 may be formed of a flexible magnetic material suchthat magnetic properties are inherent in the flexible grip 420. Wheelsweights made of ferrous material are magnetically attracted to and heldby the magnet(s) 471 of the flexible grip 420.

Referring also to FIGS. 4D and 4E, in one or more aspects, two or moreclips 473 are arrayed along the length L of the flexible grip 420 wherea spacing S between the clips 473 allows the flexible grip 420 to bendand flex so as to conform to the surface 450S of the barrel 450. Inother aspects, one clip 473 may be disposed anywhere along the length Land span any suitable portion of the length L so as to grip the wheelweight 400. Each clip 473 includes a pair of opposing tines 473T thatare resilient and spaced from one another any suitable distance so thatthe wheel weight 400 passes between the opposing tines 473T and is heldby the opposing tines 473T with a friction force between the opposingtines 473T and the wheel weight 400. The clip(s) 473 provide forgripping of wheel weights constructed with or without ferrous material.

Referring also to FIG. 4F, in one or more aspects, two or more vacuumgrip(s) 472 are arrayed along the length L of the flexible grip 420where a spacing S between the vacuum grips 472 allows the flexible grip420 to bend and flex so as to conform to the surface 450S of the barrel450. In other aspects, one vacuum grip may be disposed substantiallymidway along the length L so as to grip the wheel weight 400. Each ofthe vacuum grip(s) 472 are provided with a suction force sufficient tohold a wheel weight 400 regardless of whether all of the vacuum grips472 engage the wheel weight 400. The vacuum grip(s) 473 provide forgripping of wheel weights constructed with or without ferrous material.

Referring still to FIGS. 4A and 4B, with the compliant support 415 in arelaxed state (as illustrated in FIG. 4A) the weight interface surface420S of the flexible grip 420 is substantially flat and forms a plane488. As the robot 120 moves the end effector 128 linearly in direction499 to engage the surface 450S of the barrel 450 with the wheel weightgripper 129P for application of the wheel weight 400 to the surface450S. With application of the wheel weight 400 to the surface 450S, thewheel weight 400 is pressed against the surface 450S where an array ofreaction normal force vectors FV are exerted on the wheel weight 400 bythe surface 450S. The substantially evenly distributed compressive forceexerted between the wheel weight 400 and the surface 450S wets thesurface 450S with adhesive 400A of the wheel weight 400 and/or activatesthe adhesive 400A (which may be a pressure sensitive adhesive) to adherethe wheel weight 400 to the surface 450S. Here, the reaction normalforce vectors FV (and the corresponding force vectors exerted on thewheel weight 400 by the weight interface surface 420S) are arranged topoint towards a center of the arc formed by the surface 450S of thebarrel 450 such that the substantially evenly distributed compressiveforce exerted on the wheel weight 400 by the weight interface surface420S and the surface 450S causes the wheel weight 400 to bend and flexin conformity with the radius of the surface 450S as shown in FIG. 4B.These same reaction normal force vectors FV cause the compliant support415 to be compressed against the rigid base 410 where the opposing leafspring configuration of the compliant support allows the weightinterface surface 420S to bend and flex in a manner substantiallysimilar to that of the wheel weight 400 (e.g., the weight interfacesurface 420S bends and flexes so as to conform with an imaginarycylinder 489 that has a radius concentric with the radius of the surface450S) so that an array of force vectors (equal and opposite to the forcevectors FV and having the same magnitudes that effect the substantiallyevenly distributed compressive force) are applied by the weightinterface surface 420S to the wheel weight 400. The wheel weight gripper129P allows the wheel weight 400 to contour to the surface 450S of thebarrel 450 of the wheel 111W as the wheel weight 400 is pressed againstthe surface 450S with a substantially evenly distributed compressiveforce.

Referring to FIGS. 1A, 1B, and 5A-5C, the bot 120 is connected to theframe 189F at a proximal end 120P of the bot 120. The bot 120 has adistal end 120D (that comprises the end effector 128), opposite theproximal end 120P, where the distal end 120D is arranged so as tointerface with the wheel assembly 111. As described herein, the bot hasan actuator 126, where the actuator has a wheel weight installation toolor indexer 129O arranged to index the end effector 128, in the at leastone degree of freedom of the robot 120, and position the end effector128 at different index positions corresponding to wheel weight locations580, 581 on the wheel 111W

In one or more aspects, the robot 120 has the wheel weight installationtool 129O that indexes the distal end 120D between a retracted position(see FIG. 5A) and at least one extended position (see FIGS. 5B and 5C),wherein in the at least one extended position the distal end 120Dinterfaces the wheel assembly 111 (as described herein) determining awheel or rim location of the wheel 111W of the tire wheel assembly 111mounted on the vehicle 110. In other aspects, the wheel weightinstallation tool 129O is coupled to the end effector 128 of the robot120, for indexing the distal end 120D between a retracted position (seeFIG. 5A) and at least one extended position (see FIGS. 5B and 5C). Inthe at least one extended position the distal end 120D interfaces thewheel assembly 111 determining a wheel or rim location of the wheel orrim 111W of the wheel assembly 111 and predetermined locations so as toeffect a balancing solution of the one or more of the tire 111T, thewheel 111W, the bearings 111B, the brake components 111RD (e.g.,including but not limited to the brake drums 111D and the brake rotors111R), and the vehicle components 111C that impart, e.g., with thevehicle 110 in motion, vibrations to the vehicle 110 (e.g., such as by,but not limited to, imparting eccentric forces to the wheel hub 110H(see FIG. 1B)) via robotic application of wheel weights 400 with the endeffector 128. As described herein, the wheel weight(s) 400 are appliedto the surface 450S of the barrel 450. As noted above, when applyingdynamic balancing weights in an automotive system, the wheel weights aremost commonly placed at an inner location 580 (further away from thecenterline of the vehicle adjacent the back of the wheel flange orspokes) and an outer location 581 (towards a centerline of the vehicleadjacent the inner wheel lip, e.g., about 25.4 mm (about 1 inch) fromthe inner wheel lip although in other aspects the outer location may bemore or less than about 25.4 mm (about 1 inch)). The wheel weightinstallation tool 129O positions wheel weights 400 at one or morelocations of the wheel 111W, including but not limited to thoselocations 580, 581 described above.

The wheel weight installation tool 129O includes a multi-index stageindexer 512, where each index stage has at least one index position. Inthe example illustrated in FIGS. 5A-5C, the multi-index stage indexer512 includes a first stage formed by actuator 510 and a second stageformed by actuator 511; however, in other aspects there may be more thantwo stages. At least one stage of the multi-index stage indexer 512 hasdifferent index positions or locations (see, for example, locations 580,581) that position the interface corresponding to wheel balancing weightlocations on the wheel 111W so as to effect the balancing solution.

In some aspects, the wheel weight installation tool 129O has an indexposition (see FIG. 5A) that places the end effector 128 (or distal end120D which comprises the end effector 128S) in contact with the wheel111W determining a wheel or rim location on the wheel 111W, of the wheelassembly 111 mounted on the vehicle 110. Here, the one or more of theactuators 510, 511 include any suitable encoders or other distancedetermining features for determining an extension of the respectiveactuator. The wheel weight installation tool 129O may be positionedadjacent the side wall 111TS (inclusive of the surface ILS of the innerwheel lip) of the wheel assembly 111 and extended so that the end or tipof the wheel weight installation tool 129O contacts the side wall 111TS.The encoder or other distance sensor of the respective actuator sends asignal to the controller 160, 160″ that embodies the extension distanceof the respective actuator 510, 511 so that the distance 578 between aretracted position of the wheel weight installation tool 129O (see FIG.5A) and the sidewall 111TS is known. The controller 160, 160″ may employthe distance 578 when controlling extension of the actuators 510, 511for placement of wheel weights at one or more of the wheel weightlocations 580, 581, such as where the actuators have a variablycontrolled extension.

In one aspect, the multi-index stage indexer 512 positions wheel weightsat one or more of the inner location 580 and the outer location 581. Themulti-index stage indexer 512 is coupled to a frame 566 of the wheelweight installation tool 129O. The frame 566 has any suitableconfiguration for coupling with the end effector 128 and that providesfor insertion of at least a portion of the wheel weight installationtool 129O into the barrel 450 (the configuration of the frame 566illustrated in FIG. 5A is exemplary only and the frame may have anyother suitable configuration). The multi-index stage indexer 512includes serially arranged actuators 510, 511 that provide for a stagedextension of the wheel weight installation tool from a retractedposition (see FIG. 5A) to one or more of a first extended position (seeFIG. 5B) and a second extended position (see FIG. 5C). The firstextended position corresponds with placement of a wheel weight 400 atthe outer location 581. The second extended position corresponds withplacement of a wheel weight 400 at the inner location 580.

The actuators 510, 511 are any suitable actuators including, but notlimited to, one or more of electric actuators, pneumatic actuators,hydraulic actuators, magnetic actuators, screw drives, etc. Eachactuator 510, 511 includes a drive portion 510D, 511D and a drivenportion 510A, 511A. The drive portion 510D of actuator 510 is coupled tothe frame 566 in any suitable manner (e.g., such as mechanical and/orchemical fasteners, welding, brazing, etc.). The drive portion 511D ofactuator 511 is coupled to the driven portion 510A of the actuator 510in any suitable manner (e.g., such as mechanical and/or chemicalfasteners, welding, brazing, etc.) so that the actuator 511 is carriedby and moves as a unit with the driven portion 510A. A wheel weightgripper 529 (which may be substantially similar in configuration to thewheel weight gripper 129P described above) is coupled to the drivenportion 511A of the actuator 511 in any suitable manner (e.g., such asmechanical and/or chemical fasteners, welding, brazing, etc.) so thatthe wheel weight gripper 529 moves with the driven portion 511A.

Each actuator 510, 511 has a predetermined stroke (e.g., extensionamount) to effect positioning a wheel weight 400 at one of the innerlocation 580 and outer location 581 with the robot 120 holding the wheelweight installation tool 129O at a predetermined retracted positionlocation (see FIG. 5A). In some aspects, the wheel weight installationtool 129O is a binary wheel weight positioning mechanism where thepredetermined stroke may be mechanically limited (e.g., such as by anend of stroke hard stop or contact with the wheel 111W) for placement atone or more of the locations 580, 581; while in other aspects thepredetermined stroke may be controlled such as with any suitablecontroller 160, 160″ controlling the drive portion 510D, 511D to effect,with an encoder or distance sensors of the drive (see FIG. 5A), anysuitable predetermined extension distance of one or more of theactuators 510, 511 for placing wheel weights at one or more locationincluding, but not limited to locations 580, 581. The predeterminedretracted position location may be determined in any suitable manner sothat a reference location (such as reference location 577—see FIG. 5A)of the wheel weight installation tool is located a predetermineddistance 578 from the inner wheel lip 578 and a predetermined distance579 from the surface 450S of the barrel 450. The reference location 577may be a center point of the weight interface surface 420S of theflexible grip 420 (see FIG. 4A) of the wheel weight gripper 529 or anyother suitable location of the wheel weight installation tool 129O thateffects placement of the wheel weight gripper 529 in a known location.

As an example, referring also to FIGS. 1A and 1B, the predeterminedretracted position location of the wheel weight installation tool 129Omay be determined from data obtained by the one or more of the visionsystems 130, 162 of the tire changing system 100 and/or the proximitysensor 129N (the proximity sensor being combined with or employedseparately from the wheel weight installation tool 129O) that effectschanging of the tire(s) 111T on the vehicle 110. To effect a tirechange, one or more of the vision systems 130, 162 maps one or moresides of the vehicle 110 to identify the location of each wheel assembly111 of the vehicle 110 and identify the tire size in a manner similar tothat described in U.S. Pat. No. 11,446,826 issued on Sep. 20, 2022 andtitled “Autonomous Traverse Tire Changing Bot, Autonomous Tire ChangingSystem, and Method Therefor,” previously incorporated herein byreference in its entirety; while in other aspects the proximity sensor129N is employed as described herein for localization of the wheelassembly 111. The identification of the location of each wheel assembly111 (within the tire changing station 101) and tire size informs thecontroller 160, 160″ of a position (e.g., the substantially verticalplane) of the inner wheel lip for each wheel assembly 111 and a(vertical or height) position of the surface 450S of the barrel 450 withrespect to the robot 120 coordinate system. With the positions of theinner wheel lip and surface 450S known, the controller 160 determines,in any suitable manner, the predetermined retracted position location ofthe wheel weight installation tool 129O (e.g., in the robot coordinatesystem) based on the positions of the inner wheel lip and surface 450S.

With the wheel weight installation tool 129O in the predeterminedretracted position location (see FIG. 5A), the controller 160 effectsactuation of one or more of the actuators 510, 511 for placement of awheel weight 400 at the inner location 580 and the outer location 581 orany other suitable location that resolves and provides for a balancingsolution of the one or more of the tire 111T, the wheel 111W, thebearings 111B, the brake components 111RD (e.g., including, but notlimited, to the brake drums 111D and the brake rotors 111R), and thevehicle components 111C that impart, e.g., with the vehicle 110 inmotion, vibrations to the vehicle 110 (e.g., such as by, but not limitedto, imparting eccentric forces to a wheel hub 110H (see FIG. 1B)). Here,the wheel assembly 111 is rotated in any suitable manner (e.g., throughautomation or manually with the wheel assembly 111 mounted to thevehicle 110) so that the angular (with respect to tire rotation) wheelweight placement location (as determined by any suitable wheel balancersuch as those described in U.S. provisional patent application No.63/354,591 titled “Autonomous Tire and Wheel Balancer and MethodTherefor” and filed on Jun. 22, 2022, the disclosure of which waspreviously incorporated herein by reference in its entirety) is heldsubstantially aligned with the predetermined retracted position locationof the wheel weight installation tool 129O. As one example, the wheelweight installation tool 129O may be employed with the one or more wheelweight installation robot 120WR (see FIG. 1B) while the robot 120rotates and holds the wheel assembly 111 with, e.g., the tire balancer129M. As another example, the wheel weight installation tool 129O may becombined with the tire balancer 129M where the tire balancer rotates thewheel assembly 111 and holds the wheel assembly 111 for installation ofthe wheel weight 400. In still other examples, one actuator 126 of therobot 120 may rotate and hold the wheel assembly 111 while anotheractuator 126A of the robot 120 (see FIG. 1B) (or another robot 120)applies the wheel weight 400. In other aspects, the robot 120 may beemployed with an off-the-car tire balancing machine 183 in a mannersimilar to that described herein for applying a wheel weight 400 withthe wheel weight installation tool 129O to a wheel assembly 111 mountedon the tire balancing machine 183.

With the wheel weight installation tool 129O disposed at thepredetermined retracted position location, the driven portion 510A ofthe actuator 510 has a stroke SR1 (FIG. 5B) that places the wheel weightgripper 529 (and the wheel weight 400 held thereby) at the outerlocation 581. With the wheel weight gripper 529 (and the wheel weight400 held thereby) at the outer location 581, the robot 120 moves thewheel weight installation tool 129O in direction 499 so that the wheelweight 400 is pressed against the surface 4505 of the barrel 450 of thewheel 111W in a manner similar to that described herein to affix orotherwise bond the wheel weight 400 to the surface 450S.

With the wheel weight installation tool 129O disposed at thepredetermined retracted position location, the driven portion 510A ofthe actuator 510 has a stroke SR1, and the driven portion 511A of theactuator 511 has a stroke SR2 (FIG. 5C), that when combined places thewheel weight gripper 529 (and the wheel weight 400 held thereby) at theinner location 580. With the wheel weight gripper 529 (and the wheelweight 400 held thereby) at the inner location 580, the robot 120 movesthe wheel weight installation tool 129O in direction 499 so that thewheel weight 400 is pressed against the surface 450S of the barrel 450of the wheel 111W in a manner similar to that described herein to affixor otherwise bond the wheel weight 400 to the surface 450S.

In one or more aspects, the wheel weight installation tool 129O providesfor binary control of the wheel weight 400 position and application ofwheel weights 400 at the most commonly employed wheel weight positionsof standardized wheels 111W (e.g., the inner location 580 and the outerlocation 581 of the wheel 111W). In one aspect, the strokes SR1, SR2 ofthe actuators 510, 511 are such that the wheel weight 400 may bepositioned at the inner location 580 and the outer location 581 within apredetermined tolerance for standardized wheels having different widths.For example, different wheel weight installation tools 129O, 1290A-129Onmay be provided, where each wheel weight installation tool 129O effectswheel weight installation for a respective range of wheel widths. Forexample, one wheel weight installation tool 129O effects wheel weightinstallation for wheel widths ranging from about 152.4 mm (about 6inches) to about 228.6 (about 9 inches), another wheel weightinstallation tool 129O effects wheel weight installation for wheelwidths ranging from about 241.3 mm (about 9.5 inches) to about 304.8 mm(about 12 inches), etc. (noting that the gradation of ranges may be anysuitable gradation and those gradations provided herein are forexemplary purposes only). The strokes SR1, SR2 of the actuators 510, 511are limited in any suitable manner such as by stops built into therespective actuators and/or through contact with the wheel 111W. Inother aspects, the strokes SR1, SR2 of the actuators 510, 511 are suchthat the wheel weight 400 may be positioned at the inner location 580and the outer location 581 regardless of the wheel assembly 111 build(e.g., regardless of wheel width). Here, the stroke SR1 of the actuator510 is such that, with the wheel weight installation tool 129O disposedat the predetermined retracted position location, the wheel weightgripper 529 (and the wheel weight 400 held thereby) is positioned at theouter location 581 (about cm (about 1 inch) from the inner wheel lipalthough in other aspects placement may be more or less than about 25.4mm (about 1 inch)). The stroke SR2 of the second actuator 511 is suchthat extension of the driven portion 511A is stopped when the wheelweight installation tool 129O contacts the back of the wheel flange sothat contact between the wheel weight installation tool 129O the back ofthe wheel flange locates the wheel weight gripper 529 (and the wheelweight 400 held thereby) at the inner location 580. As may be realized,the wheel weight installation tool 129O provides for binary placement ofwheel weights 400 on a wheel 111W substantially without feedback, visionsystems, or measurement (e.g., wheel width measurement) of the wheel111W. In other aspects, as described herein, the wheel weightinstallation tool provides for placement of wheel weights are locationsthat include but are not limited to locations 580, 581.

Referring to FIGS. 1A, 1B, and 6A, wheel weights 400 are provided to thewheel weight gripper 129P and/or the wheel weight installation tool 129Oby a wheel weight dispenser 129Q, 181. The wheel weight dispenser islocated at any suitable location of the at least one tire changingstation 101. The wheel weight dispenser may be provided as stand-alonewheel weight dispenser 181, as a tool (see wheel weight dispenser 129Q)that is coupled to the end effector 128 of a robot 120 (in any suitablemanner) or carried (in any suitable manner) by a wheel weightinstallation robot 120WR, or integrated/combined with another tool129A-129P.

The wheel weight dispenser 129Q, 181 includes a frame 600 having aspindle or bobbin 610 on which a roll of adhesive wheel weight(s) 699 issupported. Suitable examples of wheel weight material that may beemployed with aspects of the disclosure include, but are not limited to,the 3M™ adhesive backed wheel weight rolls provided by the 3M Automotiveand Aerospace Solutions Division located in Minnesota USA and theStickpro™ adhesive wheel weight rolls provided by Plombco located inQuebec Canada.

A rail 601 is coupled to the frame so as to receive and support wheelweight material 699M unspooled from the roll of adhesive wheel weight(s)699. A wheel weight indexer 620 is coupled to the frame 600. The wheelweight indexer 620 includes a motor 622 and a roller 621, where themotor drives rotation of the roller 621. The roller 621 is positioned onthe frame 600 so as to contact the wheel weight material 699M supportedon the rail 601 so that rotation of the roller 621 drives the wheelweight material 699M along the rail 601 in direction 666 and unspoolsthe wheel weight material 699M from the roll of adhesive wheel weight(s)699. The roller 621 has any suitable configuration for contacting andengaging the wheel weight material 699M. For example, the roller 621 maybe a friction roller that is biased towards the rail 601 in any suitablemanner (e.g., a spring, under the weight of the wheel weight indexer620, etc.) and against the wheel weight material 699M for driving andunspooling the wheel weight material 699M in direction 666, while inother aspects the roller 621 and the wheel weight indexer 620 may haveany suitable configuration for gripping and driving the wheel weightmaterial 699M in direction 666.

The wheel weight dispenser 129Q, 181 also includes a cutter 640configured to cut the wheel weight material 699M into predeterminedsegments corresponding to a desired amount (e.g., ounces or grams) ofweight to be applied to a wheel assembly 111 for balancing of the wheelassembly 111. The cutter 640 is coupled to the frame 600 in any suitablemanner and includes an actuator 642 that drives a cutting blade 641 indirection 691 for cutting the wheel weight material 699M. The cuttingblade 641 is disposed adjacent the roller 621 to cut the wheel weightmaterial 699M that is driven by and past the roller 621 as describedherein.

The motor 622 includes any suitable motor controller 622C that iscommunicably coupled to a controller of the tire changing system 100(such as of the robot 120, tire balancing machine 183, tire balancer129M, etc.) so that a desired amount of weight for balancing the wheelassembly 111 (as determined by one or more of the tire balancers 129M,183) is communicated to the motor controller 622C. The motor 622 may bea stepper motor and/or include any suitable encoders so that, with aknown diameter of the roller 621, the motor controller 622C operates themotor 622 to dispense or otherwise drive a length of wheel weightmaterial 699ML past the roller 621, where the length of wheel weightmaterial 699ML corresponds to the desired amount of wheel weight forbalancing the wheel assembly 111.

[1] Referring also to FIG. 6C, where the wheel weight material 699M isunsegmented any desired amount of wheel weight material 699M may bedispensed past the roller and cut by the cutting blade 641 to match thedesired amount of wheel weight. As can be seen in FIG. 6C, unsegmentedwheel weight material 699M is driven past the roller so that apredetermined length 699ML of the wheel material is located downstream(relative to the roller 621 and direction 666 of travel of the wheelweight material 699M) of the cutting blade 641. The cutting blade 641 islowered by the actuator 642 against the rail 601 to cut thepredetermined length 699ML of wheel weight material 699ML.

Referring also to FIG. 6B, where the wheel weight material 699M issegmented, each segment 699MS is of a predetermined weight common to allof the segments 699MS of the roll 699 and of a predetermined length699SS common to all of the segments of the roll 699. The controller 622Cis configured to drive the wheel weight material 699M by incrementaldistances substantially equal to the segment length 699SS so that anumber of segments 699MS are dispensed downstream of the cutting blade641, where the number (e.g., one or more) of segments 699MS (e.g., thepredetermined length of wheel weight material 699ML) is substantiallyequal to the desired amount of wheel weight. Here, the incrementaldistance, which the wheel weight material is driven, maintainssubstantial alignment between the cutting blade 641 and cut lines thatare scribed between and delineate one segment 699MS from anotheradjacent segment 699MS. With the desired number of segments 699MSdisposed downstream of the cutting blade 641, the cutting blade 641 islowered by the actuator 642 against the rail 601 to cut thepredetermined length of wheel weight material 699ML.

The wheel weight dispenser 181, 129Q includes a take up spool 630coupled to the frame 900 and configured in any suitable manner to peelthe adhesive backing 699B from the wheel weight material 699M and spoolthe adhesive backing 699B onto a roll 635 for disposal. An adhesive filmreal 631 may be coupled to the frame 600 and include roller(s) 632 thatpress an adhesive film (e.g., unrolled from the adhesive film reel)against the adhesive backing 699B of the wheel weight material 699M sothat the adhesive film adheres to the adhesive backing 699B. Theadhesive film may be wound/wrapped around the roll 635 so that as theadhesive film is redirected by the roller 632 from being pressed againstthe wheel weight material 699M to the roll 635, the adhesive film peelsa leading edge of the adhesive backing 699B from the wheel weightmaterial 699M so as to peel the adhesive backing 699B from the wheelweight material 699M and spool the adhesive film with the adhesivebacking 699B adhered thereto around the roll 635. The take up spool 630(and the adhesive film reel) is driven in rotation by the motor 622simultaneously with and at the substantially the same rate as the roller621. As an example, the motor 622 includes an output on which output theroller 621 is mounted. Any suitable transmission couples the output ofthe motor 622 to a drive shaft of the take up spool 630. As illustratedin FIG. 6A, the transmission includes a pair of gears TG1, TG2. The gearTG1 is coupled to the output of the motor 622 and rotates as a unit withthe roller 621. The gear TG2 is coupled to the drive shaft of the takeup spool 630 so as to rotate as a unit with the take up spool 630. Thegears TG1, TG2 are meshed with each other so that as the roller 621rotates to drive the wheel weight material 699M in direction 666, thetake up spool 630 also rotates to take up the adhesive backing 699Bpeeled from the wheel weight material 699M at the same rate the wheelweight material is advanced by the roller 621. While the transmission isdescribed as including gears TG1, TG2, the transmission may have anysuitable configuration (e.g., gears, belts and pulleys, chains andsprockets, etc.) that effects the simultaneous and same rate rotation ofthe roller 621 and take up spool 630. As may be realized, rotation ofthe adhesive film reel may be driven by/controlled with a gear of theabove-mentioned transmission where the gear is meshed with gear TG1,meshed with the gear TG2, or driven by one or gear TG1, TG2 via an idlergear. The take up spool 630 may include any suitable tensioning device,clutch or other tensioning/slipping device that effects peeling of theadhesive backing 699B substantially without ripping/tearing the adhesivebacking 699B or otherwise stopping the functioning of wheel weightdispenser. In other aspects, the adhesive backing 699B may be removedfrom the wheel weight material 699M with a friction-based system such asa friction roller (see FIG. 6A). In still other aspects, the adhesivebacking 699B removed from the wheel weight material 699M may be directed(e.g., in any suitable manner such as by rollers, gravity, etc.) into acollection or waste container (see FIG. 6A) or is otherwise removed fromthe wheel weight material 699M then unmanaged.

As illustrated in FIG. 6A, the cut lengths of wheel weight material699ML are dispensed onto a wheel weight transport 700 configured totransport the cut lengths of wheel weight material 699ML to a pickstation 799 (see FIGS. 7B and 8B) accessible by the wheel weight gripper129P and/or the wheel weight installation tool 129O. The wheel weightgripper 129P and/or the wheel weight installation tool 129O picks thecut lengths of wheel weight material 699ML from the pick station 799 forcoupling the cut length of wheel weight material 699ML to a wheel 111Was described herein.

Where, the wheel weight dispenser (e.g., wheel weight dispenser 129Q) iscarried by the robot 120 or wheel weight installation robot 120WR thewheel weight transport 700 and wheel weight dispenser 129Q may becoupled to the frame 566 of the wheel weight installation tool 129O soas to position the a cut length of wheel weights 699ML (referred toherein as a wheel weight 400) at the retracted position of the wheelweight gripper 529 (here, another degree of freedom may be provided onthe wheel weight dispenser to provide relative movement between thewheel weight gripper 529 and a wheel weight 400 disposed at the pickstation 799 and effect picking of the wheel weight 400 by the wheelweight gripper 529 from the pick station 799). In other aspects, thewheel weight dispenser and wheel weight transport 700 may be carried byone robot 120 or robot actuator 126 while the wheel weight gripper 129Por wheel weight installation tool 129O is carried by another robot 120or robot actuator 126A so that the pick station 799 is accessible by thewheel weight gripper 129P or wheel weight installation tool 129O.

Where a stationary wheel weight dispenser (e.g., wheel weight dispenser181) is employed, the wheel weight transport 700 may receive the wheelweight 400 from the wheel weight dispenser 181 and transport the wheelweight 400 to any suitable location of the tire changing station 101that is accessible by the wheel weight gripper 129P and/or the wheelweight installation tool 129O. The wheel weight transport 700 may beconfigured so that a single wheel weight dispenser 181 provides wheelweights to (i.e., is common to) multiple pick stations 799 (see FIG. 799) or a single pick station. There may be one or more wheel weightdispenser(s) 181 (see FIG. 2A) where each wheel weight dispenser feeds arespective wheel weight transport 700 having one or more pick stations799.

Referring to FIGS. 1A, 1B, 6A, 7A-7F, and 8A-8C, the wheel weighttransport 700 includes rail(s) 710, a conveyance 730, a drive 720, andthe pick station 799. In the example illustrated, the rail(s) 710 mayinclude opposing rails 710A, 710B each having a weight support surface711. The rails 710A, 710B may or may not include a respective weightguide surface 712. The rails 710A, 710B are spaced apart from each otherby any suitable distance or gap 770 so as to support the wheel weight400 but span the adhesive 699A (see FIG. 7C). In other aspects, theremay be a single rail 710C (see FIG. 8C) that may or may not includeweight guide surfaces 712. The wheel weight 400 slides along the rails710A, 710B, 710C in sliding contact with the rails 710A, 710B, 710C orthe wheel weight 400 may be disposed on a platen 400P that slides alongthe rail(s) and on which the wheel weight 400 is carried. In someaspects, the adhesive backing 699B may be stripped from the adhesive699A of the wheel weight 400 (in a manner similar to that describedabove with respect to the FIGS. 6A-6C) at a pick station 799 of thewheel weight transport 700 (e.g., the pick station includes the adhesivefilm reel 631 roller 632, spool 630, and roll 635); while in otheraspects, the adhesive backing 699B is stripped from the adhesive 699A ofthe wheel weight 400 prior to conveyance of the wheel weight 400 by thewheel weight transport 700 as described herein with respect to FIGS.6A-6C. Where the wheel weight is conveyed with the adhesive backing 699Bremoved, the adhesive 699A may be disposed in a gap 770 between therails 710A, 710B or a above/within a recess 770A of the platen 400P.

The rails 710A, 710B, 710C may have one or more of linear portions (seeFIG. 7A) and curved portions (see FIG. 7D) that transport the wheelweight 400 to any suitable location of the tire changing station 101. Inone aspect, the weight guide surface 712 of the rails 710A, 710Bmaintains alignment of the wheel weight 400 (and platen 400P where thewheel weight 400 is disposed on the platen 400P for transport) with thedirection of travel 666 along the rails 710A, 710B (e.g., the wheelweight 400 is aligned so that the wheel weight 400 and/or platen 400Ptravels with its longitudinal axis substantially aligned with thedirection of travel, where the longitudinal axis is generally a longestlength of the weight and/or platen). In another aspect, one or more ofthe rails 710A, 710B include a respective array of magnets 710AR thatare arrayed along the length of the respective rail 710A, 710B or isconstructed of a magnetic material so that a magnetic coupling betweenone or more of the rails 710A, 710B and one or more of the wheel weight400 and platen 400P maintains alignment of the wheel weight 400 with thedirection of travel 666. In still other aspects, one or more of therails 710A, 710B includes both the weight guide surface 712 and thearray of magnets 710AR/magnetic material where a combination of contactbetween the wheel weight 400 and or platen 400P and the weight guidesurface 712 and the magnetic coupling between the wheel weight 400and/or platen 400P and the rail(s) 710A, 710B maintains alignment of thewheel weight 400 and/or platen 400P with the direction of travel 666. Inother aspects, the platen 400P includes a magnet where the wheel weight400 is aligned to the platen 400P via the magnet and the platen 400P ismechanically aligned to the rails 710A, 710B. In still other aspects,the wheel weight 400 may be mechanically aligned to the rails 710A, 710Bin any suitable manner, such as by clips, slots, etc.

The conveyance 730 is any suitable conveyance configured to convey thewheel weight 400 along the rails 710A, 710B. The conveyance 730 may befor example, a belt 730B, a chain 730C, or any other suitableconveyance. Where the conveyance is a belt 730 or chain 730C the belt730B may be an articulated belt having articulated links 730AL (see FIG.7D) that configured the belt 730B to round corners formed by the curvedportions of the rails 710A, 710B. The conveyance 730 is driven by anysuitable drive 720 (including a motor and suitable transmission such asgears, sprockets, pulleys etc.). As another example, the conveyance 730may be a linear motor 730M (which has an integral drive). The linearmotor includes an electromagnetic driver track 730EMT and a carrier730EMC. The carrier 730EMC may form the platen 400P (or otherwise drivethe platen 400P) on which the wheel weight 400 is carried and may bemagnetically levitated by and driven along the electromagnetic drivertrack 730EMT, while in other aspects, the carrier 730EMC (forming theplaten 400P or otherwise driving the platen 400P as described herein)travels on rails and is driven by and along the electromagnetic drivertrack 730EMT.

In one or more aspects, the conveyance includes one or more of drivetabs 730T (see FIGS. 7A, 7B, 7D, 7E, and 7F) that engage and push thewheel weight 400 and/or platen 400P along the rail(s) 710A, 710B, 710Cwith movement of the conveyance 730 in direction 777. In other aspects,the conveyance includes magnetic portions 730M that form a magneticcoupling with the wheel weight 400 and/or platen 400P, where themagnetic coupling pulls the wheel weight 400 and/or platen 400P alongthe rail(s) 710A, 710B, 710C with movement of the conveyance 730 indirection 777. In still other aspects, the conveyance may include bothtabs 730T and magnetic portions 730M that complement each other to pushand/or pull the wheel weight 400 and/or platen 400P along the rail(s)710A, 710B, 710C.

The pick station 799 is formed by a portion of the rail(s) 710A, 710B,710C downstream from a terminus of the conveyance 730 (see FIGS. 7B and8B). The conveyance 730 an “endless” conveyance (see FIGS. 7B, 7F, 8B,and 8C) that recirculates itself to convey one or more wheel weights 400to the pick station 799. In the example illustrated, the conveyance 730is redirected for recirculation by one or more rollers 733 (or asprocket, pulley, etc.) where, as the tab 730T and/or magnetic portion730M travels around the roller 733 the tab 730T and/or magnetic portion730M disengages from the wheel weight so that the wheel weight 400 ispositioned at the pick station 799.

In operation, referring also to FIG. 10 , the wheel weight dispenser181, 129Q cuts a length of wheel weights 699ML in accordance with adesired amount of wheel weights to effect balancing a wheel assembly(FIG. 10 , Block 1000). The wheel weight dispenser 1181, 129Q pushes thecut length of wheel weights 699ML (e.g., the wheel weight 400 isdispensed) onto the rails 710 (FIG. 10 , Block 1010). With theconveyance 730 being driven by the drive 720, a tab 730T and/or magneticportion 730M couples with the wheel weight 400 and conveys the wheelweight along the rails 710 to the pick station 799 (FIG. 10 , Block1020). At the pick station 799, the tab 730T and/or magnetic portion730M disengages/decouples from the wheel weight 400 effectingpositioning of the wheel weight 400 at the pick station 799 (FIG. 10 ,Block 1030). The wheel weight 400 is picked from the pick station 799(FIG. 10 , Block 1040) by the wheel weight gripper 129P or the wheelweight installation tool 129O in the manner described herein and thewheel weight 400 is affixed/coupled to the surface 450S of the barrel450 of the wheel 111W (FIG. 10 , Block 1050) as described herein.

Referring to FIGS. 1A, 1B, 9A, 9B, and 9C, the proximity sensor 129N iscoupled to the end effector 128 of the robot 120, 120WR in any suitablemanner so that the proximity sensor 129N is positioned to interface withthe surfaces of the wheel assembly 111W closest to the centerline of thevehicle such as the surface ILS of the inner wheel lip and the sidewall111TS of the tire 111T, although in other aspects the proximity sensormay interface with any suitable surface(s) of the wheel assembly 111.The proximity sensor 129N is any suitable sensor including, but notlimited to, one or more of a contact sensor (such as a limit switch orother suitable contact sensor), optical sensor, and ultrasonic sensor,where the proximity sensor (via movement of the bot 120) resolves thepredetermined location of the tire-wheel assembly relative to thereference frame RREF of the bot 120.

As described above and in U.S. Pat. No. 11,446,826 issued on Sep. 20,2022 and titled “Autonomous Traverse Tire Changing Bot, Autonomous TireChanging System, and Method Therefor,” previously incorporated herein byreference in its entirety, the position and diameter of the tire 111Tmay be known to the controller 160 from one or more of the visionsystems 130, 162. Here, the one or more vision systems 130, 162 may beemployed in combination with the proximity sensor to resolve thepredetermined location of the tire-wheel assembly relative to thereference frame RREF of the bot 120, the one or more vision systems 130,162 alone may be employed to resolve the predetermined location of thetire-wheel assembly relative to the reference frame RREF of the bot 120,or the proximity sensor 129N alone may be employed to resolve thepredetermined location of the tire-wheel assembly relative to thereference frame RREF of the bot 120.

Where the proximity sensor 129N is employed to, at least in part,resolve the predetermined location of the tire-wheel assembly relativeto the reference frame RREF of the bot 120 the proximity sensor 129N ismoved by the bot 120 in one or more degrees of freedom so as to sense orotherwise detect the vehicle 110.

With reference to the proximity sensor 129N being an optical sensor, theoptical sensor may be a line scan sensor, a camera, a beam sensor or anyother suitable optical sensor. The optical sensor may be moved to detectone or more predetermined features of the vehicle 110 (such as bumpers,wheel wells, etc.) that effect localization of a wheel assembly 111.

In some aspects, datum features 266 may be attached (such as by anoperator) to the vehicle 110 or to the frame 189F adjacent the vehicleat predetermined locations relative to the vehicle 110, where the datumfeatures resolve a location of the wheel assembly 111 relative to thereference frame RREF of the bot 120. As an example, where the proximitysensor is a line scan or beam sensor, one or more datum features 266 maybe placed (with a vertical or horizontal orientation depending on thestructural configuration of the proximity sensor 129N mount to the bot120) in any suitable manner along a line that has a known positionrelative to the reference frame RREF of the bot 120 (see FIG. 2B). Thedatum features 266 may be placed adjacent (e.g., substantially alignedwith a center of) a wheel assembly 111, and the bot 120 moves theproximity sensor 129N along the line so as to detect the datum feature266. The datum feature includes any suitable pattern (e.g., opticalpattern, raised features, etc.) that is detected by the optical sensor,where when the pattern is detected the bot 120 (via the controller 160,160″) correlates the location of the datum feature 266 (and the wheelassembly 111 to which the datum feature is aligned) to the referenceframe RREF of the bot 120. Knowing the location of the wheel assembly111 along the traverse path 299 (via detection of the datum feature266), the bot 120 may move the beam sensor to a position so as to sensethe wheel assembly 111 and move the beam sensor in direction 997 fromadjacent a (floor) surface of the frame 189F towards the wheel assembly111 to resolve the location of the wheel assembly 111 relative to thereference frame RREF (see FIG. 9C). As may be realized, the bot 120 mayscan (vertically as in FIG. 9C) in one or more locations along the lineto determine a low point of the wheel assembly 111) using any suitablegeometric algorithms.

Where the sensor is a camera, the bot 120 may move the camera along aside of the vehicle 110 where any suitable vision algorithms (e.g., ofcontroller 160, 160″) are employed to detect the wheel assembly 111 andresolve the location of the wheel assembly relative to the referenceframe RREF of the bot 120.

With reference to the proximity sensor 129N being a sonic sensor, thesonic sensor may be employed in a manner similar to that of the linescan or beam sensor noted above. As may be realized, vertical and/orhorizontal scanning of the wheel assembly 111 with the ultrasonic oroptical sensors determines a location (e.g., the bounds) of the innerwheel lip and the location of the barrel 450 of the wheel 111W (see FIG.9C)

With reference to the proximity sensor 129N being a contact sensor, thebot 120 may probe the workspace of the tire changing station 101 withthe bot 120 moving the proximity sensor 129N so as to detect the vehicle110 via contact between the proximity sensor 129N and the vehicle 110.The bot 120 may be configured (e.g., via controller 160, 160″) todetect, via probing, one or more corners of the vehicle 110, where thelocation of the wheel assembly 111 is resolved by employing knowndimensions of the vehicle 110 (e.g., stored any suitable memoryaccessible by controller 160, 160″) and the location of the corner ofthe vehicle as detected in the reference frame RREF of the bot 120.

Referring to FIGS. 1A, 1B, 9A, 9B, and 11 , based on the position anddiameter information of the tire 111T (as determined in any suitablemanner such as those described herein by one or more of the visionsystem 130, 162 and the (optical, ultrasonic, and/or contact) proximitysensor), an exemplary inner wheel lip localization will be describedwith respect to the proximity sensor 129N including a contact sensor.The inner wheel lip localization effects determination of an openlocation of the wheel 111W into which the end effector 128 extends toaffix a wheel weight 400 to the wheel 111W. The robot 120, 120WR (undercontrol of controller 160, 160″) positions the proximity sensor 129Nadjacent the side wall 111TS of the tire 111T (FIG. 11 , Block 1100) andis iteratively moved into an out of contact with the wheel assembly 111Win what may be referred to as limit-switch homing method. For example,with the proximity sensor 129N positioned adjacent the side wall 111TS(e.g., inside a diameter 999 of the tire 111T and adjacent the tiretread 111TT—see FIG. 9B), the robot 120, 120WR moves the proximitysensor 129N towards the side wall 111TS (e.g., towards the side of thewheel assembly 111) in direction 998A (FIG. 11 , Block 1110). When theproximity sensor 129N contacts the side wall 111TS of the tire 111, theproximity sensor 129N sends a signal to the controller 160 (or any othersuitable controller including, but not limited to, controller 160″),where the signal embodies or otherwise indicates a proximity of theproximity sensor 129N (e.g., in this example substantial contact) withthe side wall 111TS (FIG. 11 , Block 1120). With contact being madebetween the proximity sensor 129N and the side wall 111TS, the robot120, 120WR moves (e.g., “backs away”) the proximity sensor 129N (FIG. 11, Block 1130) a predetermined distance (e.g., about 5 mm (about 0.2inches) or more or less than about 5 mm (about 0.2 inches)) in direction998B away from the side wall 111TS.

With the proximity sensor 129N backed away from the side wall 111TS, therobot 120, 120WR indexes the proximity sensor 129N in direction 997(towards a center of the tire 111T) by a predetermined distance (e.g.,about 5 mm (about 0.2 inches) or more or less than about 5 mm (about 0.2inches)) (FIG. 11 , Block 1140). Blocks 1110-1140 of FIG. 11 arerepeated until the proximity sensor 129N is moved past (as determined bythe controller 160, 160″ from data obtained from any suitable encodersof the robot 120, 120WR or as determined in any other suitable manner)an expected contact distance (e.g., the proximity sensor 129Niteratively contacts the wheel assembly 111 (including the side wall111TS and surface ILS of the inner wheel lip) along a substantiallyradial line in direction 997 until the proximity sensor moves indirection 997 past the surface ILS and into the barrel 450 of the wheel111W. The expected contact distance may be determined, by the controller160, 160″ from data obtained from any suitable encoders of the robot120, 120WR (or in any other suitable manner), as the distance theproximity sensor 129N is moved in the initial approach (FIG. 11 , Block1110) to contact the side wall 111TS. The expected contact distance mayhave a predetermined tolerance (e.g., a tolerance of about +/−5 mm(about +/−0.2 inches) or a tolerance greater or less than about +/−5 mm(about +/−0.2 inches)) to account for variations in the side wall 111TSand transitions between the side wall 111TS and the surface ILS.

An inner lip clearance position is identified (FIG. 11 , Block 1150) bythe controller 160, 160″ in the robot 120, 120WR coordinate system asthe location in direction 997 which the proximity sensor 129N moved pastthe expected contact distance. The inner lip clearance position is thelocation in direction 997 at which the robot 120, 120WR may insert thewheel weight gripper 129P or wheel weight installation tool 129O intothe barrel 450 substantially without obstruction from the wheel 111Wand/or tire 111T for applying a wheel weight 400 to the wheel 111W orwheel assembly 111. The proximity sensor 129N is backed away from thewheel assembly 111 (FIG. 11 , Block 1160) so that the wheel weight 400may be installed.

Referring to FIGS. 1A-9C and 12 an exemplary vehicle component balancingmethod for on vehicle balancing of one or more of the tire 111T, thewheel 111W, the bearings 111B, the brake components 111RD (e.g.,including, but not limited to, the brake drums 111D and the brake rotors111R), and the vehicle components 111C that impart, e.g., with thevehicle 110 in motion, vibrations to the vehicle 110 (e.g., such as by,but not limited to, imparting eccentric forces to a wheel hub 110H (seeFIG. 1B) of the road vehicle 110) will be described. In accordance withthe method, a vehicle component balancing robot apparatus 189 for onvehicle balancing of the one or more of the tire 111T, the wheel 111W,the bearings 111B, the brake components 111RD, and the vehiclecomponents 111C is provided (FIG. 12 , Block 1200). The vehiclecomponent balancing robot apparatus 189 has a frame 189F, as describedherein, arranged so as to connect with the vehicle 110. A predeterminedlocation of the tire-wheel assembly relative to a reference frame of thebot 120 is resolved (FIG. 12 , Block 1210) by moving the bot 120relative to the frame 189F in at least one degree of freedom (asdescribed herein), where the robot is connected to the frame 189F (suchas by the rails or wheels described herein) and has the at least onedegree of freedom (such as along traverse path 299 and/or along any oneor more axes of motion of the bot 120). The end effector 128 of the bot120 is interfaced with the wheel assembly 111 (FIG. 12 , Block 1220) andthe bot 120 moves the end effector to other predetermined locations(such as, for example, the wheel weight installation locations describedherein) on the wheel 111W of the wheel assembly 111 (FIG. 12 , Block1230), where the other predetermined locations are determined based onresolution of the predetermined location of the wheel assembly 111relative to a reference frame RREF of the bot 120.

Referring to FIGS. 1A-9C and 13 an exemplary vehicle component balancingmethod for on vehicle balancing of one or more of the tire 111T, thewheel 111W, the bearings 111B, the brake components 111RD (e.g.,including, but not limited to, the brake drums 111D and the brake rotors111R), and the vehicle components 111C that impart, e.g., with thevehicle 110 in motion, vibrations to the vehicle 110 (e.g., such as by,but not limited to, imparting eccentric forces to a wheel hub 110H (seeFIG. 1B) of the road vehicle 110) will be described. The method includesproviding a vehicle component balancing robot apparatus 189 for onvehicle balancing of the one or more of the tire 111T, the wheel 111W,the bearings 111B, the brake components 111RD, and the vehiclecomponents 111C (FIG. 13 , Block 1300), where the vehicle componentbalancing robot apparatus 189 has a frame 189F arranged so as to connectwith the vehicle 110. A distal end 120D of a robot 120, of the vehiclecomponent balancing robot apparatus 189, is interfaced with the wheelassembly 111 (FIG. 13 , Block 1310), where the robot 120 is connected tothe frame 189F at a proximal end 120P of the robot 120, the proximal end120P being opposite the distal end 120D. The distal end 120D is indexed,with an indexer (also referred to as a wheel weigh installation tool)129O of the robot 120, between a retracted position (see FIG. 5A) and atleast one extended position (see FIGS. 5B and 5C) (FIG. 13 , Block1320), wherein in the at least one extended position the distal end 120Dinterfaces the wheel assembly 111 determining a rim or wheel location ofthe wheel 111W of the wheel assembly 111 mounted on the vehicle 110.

Referring to FIGS. 1A-9C and 14 an exemplary vehicle component balancingmethod for on vehicle balancing of one or more of the tire 111T, thewheel 111W, the bearings 111B, the brake components 111RD (e.g.,including, but not limited to, the brake drums 111D and the brake rotors111R), and the vehicle components 111C that impart, e.g., with thevehicle 110 in motion, vibrations to the vehicle 110 (e.g., such as by,but not limited to, imparting eccentric forces to a wheel hub 110H (seeFIG. 1B) of the road vehicle 110) will be described. The method includesproviding a vehicle component balancing robot apparatus 189 for onvehicle balancing of the one or more of the tire 111T, the wheel 111W,the bearings 111B, the brake components 111RD, and the vehiclecomponents 111C that impart, e.g., with the vehicle 110 in motion,vibrations to the vehicle 110 (e.g., such as by, but not limited to,imparting eccentric forces to a wheel hub 110H (see FIG. 1B)) (FIG. 14 ,Block 1400), where the vehicle component balancing robot apparatus 189has a frame 189F arranged so as to connect with the vehicle 110. Adistal end 120D of a robot 120 (of the vehicle component balancing robotapparatus 189) is indexed with the wheel assembly 111 (FIG. 14 , Block1410), where the robot 120 is connected to the frame 189F at a proximalend 120P of the robot, the proximal end 120P being opposite the distalend 120D. The distal end 120D is indexed, with an indexer of the robot,between a retracted position (see FIG. 5A) and at least one extendedposition (see FIGS. 5B and 5C), wherein in the at least one extendedposition the distal end 120D interfaces the wheel assembly 111determining a wheel or rim location of the wheel or rim 111W of thewheel assembly 111 and predetermined locations (such as wheel weighlocations) so as to effect a balancing solution of the one or more ofthe tire 111T, the wheel 111W, the bearings 111B, the brake components111RD, and the vehicle components 111C via robotic application of wheelbalancing weights 400 with the distal end 120D (FIG. 14 , Block 1420).

Referring to FIGS. 1A-9C and 15 an exemplary vehicle component balancingmethod for on vehicle balancing of one or more of the tire 111T, thewheel 111W, the bearings 111B, the brake components 111RD (e.g.,including, but not limited to, the brake drums 111D and the brake rotors111R), and the vehicle components 111C that impart, e.g., with thevehicle 110 in motion, vibrations to the vehicle 110 (e.g., such as by,but not limited to, imparting eccentric forces to a wheel hub 110H (seeFIG. 1B) of the road vehicle 110) will be described. The method includesproviding a vehicle component balancing robot apparatus 189 for onvehicle balancing of the one or more of the tire 111T, the wheel 111W,the bearings 111B, the brake components 111RD, and the vehiclecomponents 111C (FIG. 15 , Block 1500), the vehicle component balancingrobot apparatus 189 having a frame 189F arranged so as to connect withthe vehicle 110. A compliant end effector (such as wheel weight gripper129P or wheel weight installation tool 129O), of a robot 120 (of thevehicle component balancing robot apparatus 189), is interfaced with thewheel assembly 111 (FIG. 15 , Block 1510), where the robot 120 isconnected to the frame 189F at a proximal end 120P of the robot 120, andthe compliant end effector is disposed opposite the proximal end 120P.The method includes determining, with the compliant end effectorinterfacing the wheel assembly 111, a rim or wheel location of the wheelor rim 111W of the wheel assembly 111 and predetermined locations (suchas wheel weight locations) so as to effect a balancing solution of theone or more of the tire 111T, the wheel 111W, the bearings 111B, thebrake components 111RD, and the vehicle components 111C via roboticapplication of wheel balancing weights 400 with the compliant endeffector (FIG. 15 , Block 1520).

In accordance with one or more aspects of the present disclosure, avehicle component balancing robot apparatus, for on vehicle balancing ofone or more of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Theapparatus includes: a frame arranged so as to connect with the vehicle;and a robot connected to the frame, the robot having at least one degreeof freedom so as to move, in the at least one degree of freedom,relative to the frame, and is configured so that the move, relative tothe frame in the at least one degree of freedom, resolves apredetermined location of a tire-wheel assembly of the vehicle relativeto a reference frame of the robot; wherein the robot has at least oneend effector arranged to interface the tire-wheel assembly and the robotmoves the at least one end effector to other predetermined locations ona wheel rim of the tire-wheel assembly, determined based on resolutionof the predetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined location determines a frame of reference of the tire-wheelassembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined locations on the wheel rim are wheel balancingweight locations resolving imbalance of the one or more of the tire, thewheel, the bearings, the brake components, and the vehicle componentsthat impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one end effector interfaces the tire-wheel assembly at the otherpredetermined locations so as to effect a balancing solution of one ormore of the tire, the wheel, the bearings, the brake components, and thevehicle components that impart vibrations to the vehicle via roboticapplication of wheel balancing weights with the at least one endeffector.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, driven so as to extend in the at least onedegree of freedom between a retracted position and an extended position,the extended position locating the at least one end effector proximatethe tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theactuator has an indexer arranged to index the at least one end effector,in the at least one degree of freedom, and position the at least one endeffector at different index positions corresponding to wheel balancingweight locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the at least one end effectorin contact with the wheel rim determining a rim location on the wheelrim, of the tire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one end effector has a wheel balancing weight grip, and aresiliently compliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, the atleast one end effector includes an indexer that effects placement of awheel balancing weight at one or more locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, theone or more locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having at least a first extensionposition and a second extension position.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight installation tool includes a conforming wheelbalancing weight gripper that conforms, from a relaxed configuration, toa contour of a surface of the wheel rim onto which the wheel balancingweight is applied.

In accordance with one or more aspects of the present disclosure, the atleast one end effector includes a conforming wheel balancing weightgripper that conforms, from a relaxed configuration, to a contour of asurface of the wheel rim onto which the wheel balancing weight isapplied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes one or moresensors configured to resolve the predetermined location of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an inner lip location of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes a wheelbalancing weight dispenser connected to the frame.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes a wheel weight transportconfigured to convey and position wheel balancing weights at aninterface location where the robot picks the wheel balancing weightsfrom the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport is configured to convey adhesive wheel balancingweights sans an adhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser is configured to remove the adhesivebacking from the wheel balancing weights for transport on the wheelweight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, the automated weight-measuring roller beingconfigured to unroll and index a predetermined amount of weight past thecutting blade and the cutting blade is configured to cut thepredetermined amount of weight to form a wheel balancing weight of apredetermined weight that resolves imbalance of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing method, for on vehicle balancing of one ormore of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Themethod includes: providing a vehicle component balancing robot apparatusfor on vehicle balancing of the one or more of the tire, the wheel, thebearings, the brake components, and the vehicle components that impartvibrations to the vehicle, the vehicle component balancing robotapparatus having a frame arranged so as to connect with the vehicle;resolving a predetermined location of a tire-wheel assembly of thevehicle relative to a reference frame of a robot by moving the robotrelative to the frame in at least one degree of freedom, where the robotis connected to the frame and has the at least one degree of freedom;interfacing at least one end effector of the robot with the tire-wheelassembly; and moving, with the robot, the at least one end effector toother predetermined locations on a wheel rim of the tire-wheel assembly,determined based on resolution of the predetermined location of thetire-wheel assembly relative to a reference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined location determines a frame of reference of the tire-wheelassembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined locations on the wheel rim are wheel balancingweight locations resolving imbalance of the one or more of the tire, thewheel, the bearings, the brake components, and the vehicle componentsthat impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one end effector interfaces the tire-wheel assembly at the otherpredetermined locations so as to effect a balancing solution of the oneor more of the tire, the wheel, the bearings, the brake components, andthe vehicle components that impart vibrations to the vehicle via roboticapplication of wheel balancing weights with the at least one endeffector.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator that is driven so as to extend in the atleast one degree of freedom between a retracted position and an extendedposition, the extended position locating the at least one end effectorproximate the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theactuator has an indexer that indexed the at least one end effector, inthe at least one degree of freedom, and position the at least one endeffector at different index positions corresponding to wheel balancingweight locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the at least one end effectorin contact with the wheel rim determining a rim location on the wheelrim, of the tire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one end effector has a wheel balancing weight grip, and aresiliently compliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, themethod further includes, with an indexer of the at least one endeffector, placement of a wheel balancing weight at one or more locationson the wheel rim.

In accordance with one or more aspects of the present disclosure, theone or more locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight is applied with a conforming wheel balancingweight gripper of the wheel balancing weight installation tool, wherethe conforming wheel balancing weight gripper conforms, from a relaxedconfiguration, to a contour of a surface of the wheel rim onto which thewheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight is applied with a conforming wheel balancingweight gripper of the at least one end effector that conforms, from arelaxed configuration, to a contour of a surface of the wheel rim ontowhich the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible grip thatgrips and holds a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip holds the wheel balancing weight with one or more ofmagnets, vacuum grips, and clips of the flexible grip.

In accordance with one or more aspects of the present disclosure, themethod further includes resolving the predetermined location of thetire-wheel assembly relative to the reference frame of the robot withone or more sensors of the vehicle component balancing robot apparatus.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, the method further comprising moving, with the robot,the proximity sensor to iteratively contact a side of the tire-wheelassembly and effect determination of an inner lip location of thetire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, the method further comprising moving, with the robot,the proximity sensor to iteratively contact a side of the tire-wheelassembly and effect determination of an open location of the wheel intowhich the at least one end effector extends to affix a wheel weight tothe wheel.

In accordance with one or more aspects of the present disclosure, awheel balancing weight dispenser is connected to the frame fordispensing wheel weights to the robot.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser has a wheel weight transport thatconveys and positions wheel balancing weights at an interface locationwhere the robot picks the wheel balancing weights from the wheel weighttransport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport conveys adhesive wheel balancing weights sans anadhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser removes the adhesive backing from thewheel balancing weights prior to or after transport of the wheel weightson the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, method further comprises unrolling andindexing, with the automated weight-measuring roller, a predeterminedamount of weight past the cutting blade and cutting, with the cuttingblade, the predetermined amount of weight to form a wheel balancingweight of a predetermined weight that resolves imbalance of the one ormore of the tire, the wheel, the bearings, the brake components, and thevehicle components that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser removes the adhesive backing from thewheel balancing weights prior to or after cutting of the predeterminedamount of weight.

In accordance with one or more aspects of the present disclosure, avehicle component balancing robot apparatus, for on vehicle balancing ofone or more of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Theapparatus comprising: a frame arranged so as to connect with thevehicle; and a robot connected to the frame at a proximal end of therobot, and the robot has a distal end, opposite the proximal end, thedistal end being arranged so as to interface with a tire-wheel assemblyof the vehicle; wherein the robot has an indexer that indexes the distalend between a retracted position and at least one extended position,wherein in the at least one extended position the distal end interfacesthe tire-wheel assembly determining a rim location of the wheel rim ofthe tire wheel assembly and predetermined locations so as to effect abalancing solution of the one or more of the tire, the wheel, thebearings, the brake components, and the vehicle components that impartvibrations to the vehicle via robotic application of wheel balancingweights with the distal end.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-index stage indexer, each index stage having at leastone index position.

In accordance with one or more aspects of the present disclosure, atleast one index stage has different index positions that position theinterface corresponding to wheel balancing weight locations on the wheelrim so as to effect the balancing solution.

In accordance with one or more aspects of the present disclosure, therobot has at least one degree of freedom and is configured to move thedistal end in the one degree of freedom relative to the frame so thatthe move resolves another predetermined location of the tire-wheelassembly relative to a reference frame of the robot; and the distal endis arranged to interface the tire-wheel assembly and the robot moves thedistal end to the predetermined locations on a wheel rim of thetire-wheel assembly, determined based on resolution of the otherpredetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined location determines a frame of reference of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim are wheel balancing weightlocations resolving imbalance of the one or more of the tire, the wheel,the bearings, the brake components, and the vehicle components thatimpart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end interfaces the tire-wheel assembly at the predeterminedlocations so as to effect a balancing solution of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle via robotic applicationof wheel balancing weights with the at least one end effector.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the distal end andthe actuator is driven so as to extend in at least one degree of freedomof the robot between a retracted position and an extended position, theextended position locating the distal end proximate the tire-wheelassembly.

In accordance with one or more aspects of the present disclosure, theactuator has the indexer arranged to index the distal end, in the atleast one degree of freedom, and position the distal end at differentindex positions corresponding to wheel balancing weight locations on thewheel rim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the distal end in contact withthe wheel rim determining a rim location on the wheel rim, of thetire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end has a wheel balancing weight grip, and a resilientlycompliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes one or moresensors configured to resolve the other predetermined location of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the distalend, where the robot moves the proximity sensor to iteratively contact aside of the tire-wheel assembly and effect determination of an inner liplocation of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at thepredetermined locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, theindexer includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, thedistal end includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes a wheelbalancing weight dispenser connected to the frame, the wheel balancingweight dispenser includes a wheel weight transport configured to conveyand position wheel balancing weights at an interface location where therobot picks the wheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport is configured to convey adhesive wheel balancingweights sans an adhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser is configured to remove the adhesivebacking from the wheel balancing weights for transport on the wheelweight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, the automated weight-measuring roller beingconfigured to unroll and index a predetermined amount of weight past thecutting blade and the cutting blade is configured to cut thepredetermined amount of weight to form a wheel balancing weight of apredetermined weight that resolves imbalance of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing method, for on vehicle balancing of one ormore of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Themethod comprising: providing a vehicle component balancing robotapparatus for on vehicle balancing of the one or more of the tire, thewheel, the bearings, the brake components, and the vehicle componentsthat impart vibrations to the vehicle, the vehicle component balancingrobot apparatus having a frame arranged so as to connect with thevehicle; and interfacing a distal end of a robot with a tire-wheelassembly of the vehicle, where the robot is connected to the frame at aproximal end of the robot, opposite the distal end; indexing, with anindexer of the robot, the distal end between a retracted position and atleast one extended position, wherein in the at least one extendedposition the distal end interfaces the tire-wheel assembly determining arim location of the wheel rim of the tire wheel assembly andpredetermined locations so as to effect a balancing solution of the oneor more of the tire, the wheel, the bearings, the brake components, andthe vehicle components that impart vibrations to the vehicle via roboticapplication of wheel balancing weights with the distal end.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-index stage indexer, each index stage having at leastone index position.

In accordance with one or more aspects of the present disclosure, atleast one index stage has different index positions that position theinterface corresponding to wheel balancing weight locations on the wheelrim so as to effect the balancing solution.

In accordance with one or more aspects of the present disclosure, therobot has at least one degree of freedom and moves the distal end in theone degree of freedom relative to the frame so that the move resolvesanother predetermined location of the tire-wheel assembly relative to areference frame of the robot; and the distal end is arranged tointerface the tire-wheel assembly and the robot moves the distal end tothe predetermined locations on a wheel rim of the tire-wheel assembly,determined based on resolution of the other predetermined location ofthe tire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined location determines a frame of reference of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim are wheel balancing weightlocations resolving imbalance of the one or more of the tire, the wheel,the bearings, the brake components, and the vehicle components thatimpart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end interfaces the tire-wheel assembly at the predeterminedlocations so as to effect a balancing solution of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle via robotic applicationof wheel balancing weights with the distal end.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the distal end andthe actuator is driven so as to extend in at least one degree of freedomof the robot between a retracted position and an extended position, theextended position locating the distal end proximate the tire-wheelassembly.

In accordance with one or more aspects of the present disclosure, theactuator has the indexer and indexes the distal end, in the at least onedegree of freedom, and positions the distal end at different indexpositions corresponding to wheel balancing weight locations on the wheelrim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the distal end in contact withthe wheel rim determining a rim location on the wheel rim, of thetire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end has a wheel balancing weight grip, and a resilientlycompliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, themethod further includes resolving, with one or more sensors, the otherpredetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the distalend, where the robot moves the proximity sensor to iteratively contact aside of the tire-wheel assembly and effect determination of an inner liplocation of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at thepredetermined locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, theindexer includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, thedistal end includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, themethod further includes, with a wheel balancing weight dispenserconnected to the frame where the wheel balancing weight dispenserincludes a wheel weight transport, conveying and positioning wheelbalancing weights at an interface location where the robot picks thewheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport conveys adhesive wheel balancing weights sans anadhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser removes the adhesive backing from thewheel balancing weights for transport on the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, where the automated weight-measuring rollerunrolls and indexes a predetermined amount of weight past the cuttingblade and the cutting blade cuts the predetermined amount of weight toform a wheel balancing weight of a predetermined weight that resolvesimbalance of the one or more of the tire, the wheel, the bearings, thebrake components, and the vehicle components that impart vibrations tothe vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing robot apparatus, for on vehicle balancing ofone or more of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Theapparatus comprising: a frame arranged so as to connect with thevehicle; and a robot connected to the frame at a proximal end of therobot, and the robot has a distal end, opposite the proximal end, thedistal end being arranged so as to interface with a tire-wheel assemblyof the vehicle; wherein the robot has an indexer that indexes the distalend between a retracted position and at least one extended position,wherein in the at least one extended position the distal end interfacesthe tire-wheel assembly determining a rim location of the wheel rim ofthe tire wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-index stage indexer, each index stage having at leastone index position.

In accordance with one or more aspects of the present disclosure, atleast one index stage has different index positions that position theinterface corresponding to wheel balancing weight locations on the wheelrim so as to effect a balancing solution of the one or more of the tire,the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end interfaces the tire-wheel assembly so as to effect abalancing solution of the one or more of the tire, the wheel, thebearings, the brake components, and the vehicle components that impartvibrations to the vehicle via robotic application of wheel balancingweights with the distal end.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the distal end andthe actuator is driven so as to extend in at least one degree of freedomof the robot between a retracted position and an extended position, theextended position locating the distal end proximate the tire-wheelassembly.

In accordance with one or more aspects of the present disclosure, theactuator has the indexer arranged to index the distal end, in the atleast one degree of freedom, and position the distal end at differentindex positions corresponding to wheel balancing weight locations on thewheel rim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the distal end in contact withthe wheel rim determining a rim location on the wheel rim, of thetire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end has a wheel balancing weight grip, and a resilientlycompliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes one or moresensors configured to resolve the other predetermined location of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the distalend, where the robot moves the proximity sensor to iteratively contact aside of the tire-wheel assembly and effect determination of an inner liplocation of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at one or morelocations on the wheel rim.

In accordance with one or more aspects of the present disclosure, theone or more locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, theindexer includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, thedistal end includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes a wheelbalancing weight dispenser connected to the frame, the wheel balancingweight dispenser includes a wheel weight transport configured to conveyand position wheel balancing weights at an interface location where therobot picks the wheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport is configured to convey adhesive wheel balancingweights sans an adhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser is configured to remove the adhesivebacking from the wheel balancing weights for transport on the wheelweight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, the automated weight-measuring roller beingconfigured to unroll and index a predetermined amount of weight past thecutting blade and the cutting blade is configured to cut thepredetermined amount of weight to form a wheel balancing weight of apredetermined weight that resolves imbalance of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing method, for on vehicle balancing of one ormore of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Themethod includes: providing a vehicle component balancing robot apparatusfor on vehicle balancing of the one or more of the tire, the wheel, thebearings, the brake components, and the vehicle components that impartvibrations to the vehicle, the vehicle component balancing robotapparatus having a frame arranged so as to connect with the vehicle;interfacing a distal end of a robot with a tire-wheel assembly of thevehicle, where the robot is connected to the frame at a proximal end ofthe robot, opposite the distal end; and indexing, with an indexer of therobot, the distal end between a retracted position and at least oneextended position, wherein in the at least one extended position thedistal end interfaces the tire-wheel assembly determining a rim locationof the wheel rim of the tire wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-index stage indexer, each index stage having at leastone index position.

In accordance with one or more aspects of the present disclosure, atleast one index stage has different index positions that position theinterface corresponding to wheel balancing weight locations on the wheelrim so as to effect a balancing solution of the one or more of the tire,the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end interfaces the tire-wheel assembly at the predeterminedlocations so as to effect a balancing solution of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle via robotic applicationof wheel balancing weights with the distal end.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the distal end andthe actuator is driven so as to extend in at least one degree of freedomof the robot between a retracted position and an extended position, theextended position locating the distal end proximate the tire-wheelassembly.

In accordance with one or more aspects of the present disclosure, theactuator has the indexer and indexes the distal end, in the at least onedegree of freedom, and positions the distal end at different indexpositions corresponding to wheel balancing weight locations on the wheelrim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the distal end in contact withthe wheel rim determining a rim location on the wheel rim, of thetire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, thedistal end has a wheel balancing weight grip, and a resilientlycompliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, themethod further includes resolving, with one or more sensors, the otherpredetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the distalend, where the robot moves the proximity sensor to iteratively contact aside of the tire-wheel assembly and effect determination of an inner liplocation of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone end effector, where the robot moves the proximity sensor toiteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at thepredetermined locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, theindexer includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, thedistal end includes a conforming wheel balancing weight gripper thatconforms, from a relaxed configuration, to a contour of a surface of thewheel rim onto which the wheel balancing weight is applied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, themethod further includes, with a wheel balancing weight dispenserconnected to the frame where the wheel balancing weight dispenserincludes a wheel weight transport, conveying and positioning wheelbalancing weights at an interface location where the robot picks thewheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport conveys adhesive wheel balancing weights sans anadhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser removes the adhesive backing from thewheel balancing weights for transport on the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, where the automated weight-measuring rollerunrolls and indexes a predetermined amount of weight past the cuttingblade and the cutting blade cuts the predetermined amount of weight toform a wheel balancing weight of a predetermined weight that resolvesimbalance of the one or more of the tire, the wheel, the bearings, thebrake components, and the vehicle components that impart vibrations tothe vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing robot apparatus, for on vehicle balancing ofone or more of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Theapparatus comprising: a frame arranged so as to connect with thevehicle; and a robot connected to the frame at a proximal end of therobot, and the robot has at least one compliant end effector, oppositethe proximal end, the at least one compliant end effector being arrangedso as to interface with a tire-wheel assembly of the vehicle; whereinthe at least one compliant end effector interfaces the tire-wheelassembly determining a rim location of the wheel rim of the tire wheelassembly and predetermined locations so as to effect a balancingsolution of the one or more of the tire, the wheel, the bearings, thebrake components, and the vehicle components that impart vibrations tothe vehicle via robotic application of wheel balancing weights with theat least one compliant end effector.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector comprises an indexer that indexes theat least one compliant end effector between a retracted position and atleast one extended position.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-stage indexer and at least one index stage hasdifferent index positions that position the interface corresponding towheel balancing weight locations on the wheel rim so as to effect thebalancing solution.

In accordance with one or more aspects of the present disclosure, therobot has an actuator that has the indexer arranged to index the atleast one compliant end effector, in at least one degree of freedom, andposition the at least one compliant end effector at different indexpositions corresponding to wheel balancing weight locations on the wheelrim.

In accordance with one or more aspects of the present disclosure, theindexer has an index position that places the at least one compliant endeffector in contact with the wheel rim determining a rim location on thewheel rim, of the tire-wheel assembly mounted on the vehicle.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at thepredetermined locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, therobot has at least one degree of freedom and is configured to move theat least one compliant end effector in the one degree of freedomrelative to the frame so that the move resolves another predeterminedlocation of the tire-wheel assembly relative to a reference frame of therobot; and the at least one compliant end effector is arranged tointerface the tire-wheel assembly and the robot moves the at least onecompliant end effector to the predetermined locations on a wheel rim ofthe tire-wheel assembly, determined based on resolution of the otherpredetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined location determines a frame of reference of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim are wheel balancing weightlocations resolving imbalance of the one or more of the tire, the wheel,the bearings, the brake components, and the vehicle components thatimpart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector interfaces the tire-wheel assembly atthe predetermined locations so as to effect the balancing solution ofthe one or more of the tire, the wheel, the bearings, the brakecomponents, and the vehicle components that impart vibrations to thevehicle via robotic application of wheel balancing weights with the atleast one compliant end effector.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes one or moresensors configured to resolve the other predetermined location of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone compliant end effector, where the robot moves the proximity sensorto iteratively contact a side of the tire-wheel assembly and effectdetermination of an inner lip location of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone compliant end effector, where the robot moves the proximity sensorto iteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone compliant end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the at least onecompliant end effector and the actuator is driven so as to extend in atleast one degree of freedom of the robot between a retracted positionand an extended position, the extended position locating the at leastone compliant end effector proximate the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector has a wheel balancing weight grip, anda resiliently compliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector includes a conforming wheel balancingweight gripper that conforms, from a relaxed configuration, to a contourof a surface of the wheel rim onto which the wheel balancing weight isapplied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible gripconfigured to grip and hold a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, thevehicle component balancing robot apparatus further includes a wheelbalancing weight dispenser connected to the frame, the wheel balancingweight dispenser includes a wheel weight transport configured to conveyand position wheel balancing weights at an interface location where therobot picks the wheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport is configured to convey adhesive wheel balancingweights sans an adhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser is configured to remove the adhesivebacking from the wheel balancing weights for transport on the wheelweight transport.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser includes an automated weight-measuringroller and a cutting blade, the automated weight-measuring roller beingconfigured to unroll and index a predetermined amount of weight past thecutting blade and the cutting blade is configured to cut thepredetermined amount of weight to form a wheel balancing weight of apredetermined weight that resolves imbalance of the one or more of thetire, the wheel, the bearings, the brake components, and the vehiclecomponents that impart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, avehicle component balancing method, for on vehicle balancing of one ormore of a tire, a wheel, bearings, brake components, and vehiclecomponents that impart vibrations to the vehicle, is provided. Themethod comprising: providing a vehicle component balancing robotapparatus for on vehicle balancing of the one or more of the tire, thewheel, the bearings, the brake components, and the vehicle componentsthat impart vibrations to the vehicle, the vehicle component balancingrobot apparatus having a frame arranged so as to connect with thevehicle; interfacing at least one compliant end effector of a robot witha tire-wheel assembly of the vehicle, the robot being connected to theframe at a proximal end of the robot, and the at least one compliant endeffector is disposed opposite the proximal end; and determining, withthe at least one compliant end effector interfacing the tire-wheelassembly, a rim location of the wheel rim of the tire wheel assembly andpredetermined locations so as to effect a balancing solution of the oneor more of the tire, the wheel, the bearings, the brake components, andthe vehicle components that impart vibrations to the vehicle via roboticapplication of wheel balancing weights with the at least one compliantend effector.

In accordance with one or more aspects of the present disclosure, themethod further includes, with an indexer of the at least one compliantend effector, indexing the at least one compliant end effector between aretracted position and at least one extended position.

In accordance with one or more aspects of the present disclosure, theindexer is a multi-stage indexer and at least one index stage hasdifferent index positions that position the interface corresponding towheel balancing weight locations on the wheel rim so as to effect thebalancing solution.

In accordance with one or more aspects of the present disclosure, therobot has an actuator that has the indexer arranged to index the atleast one compliant end effector, in at least one degree of freedom, andposition the at least one compliant end effector at different indexpositions corresponding to wheel balancing weight locations on the wheelrim.

In accordance with one or more aspects of the present disclosure, themethod further includes, with an index position of the indexer, placingthe at least one compliant end effector in contact with the wheel rimdetermining a rim location on the wheel rim, of the tire-wheel assemblymounted on the vehicle.

In accordance with one or more aspects of the present disclosure, theindexer effects placement of a wheel balancing weight at thepredetermined locations on the wheel rim.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim include a location adjacent aback of a wheel flange and another location adjacent an inner wheel lip.

In accordance with one or more aspects of the present disclosure, theindexer includes at least one actuator having a first extension positionand a second extension position.

In accordance with one or more aspects of the present disclosure, therobot has at least one degree of freedom and moves the at least onecompliant end effector in the one degree of freedom relative to theframe so that the move resolves another predetermined location of thetire-wheel assembly relative to a reference frame of the robot; and theat least one compliant end effector interfaces the tire-wheel assemblyand the robot moves the at least one compliant end effector to thepredetermined locations on a wheel rim of the tire-wheel assembly,determined based on resolution of the other predetermined location ofthe tire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, theother predetermined location determines a frame of reference of thetire-wheel assembly relative to the reference frame of the robot.

In accordance with one or more aspects of the present disclosure, thepredetermined locations on the wheel rim are wheel balancing weightlocations resolving imbalance of the one or more of the tire, the wheel,the bearings, the brake components, and the vehicle components thatimpart vibrations to the vehicle.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector interfaces the tire-wheel assembly atthe predetermined locations so as to effect a balancing solution of theone or more of the tire, the wheel, the bearings, the brake components,and the vehicle components that impart vibrations to the vehicle viarobotic application of wheel balancing weights with the at least onecompliant end effector.

In accordance with one or more aspects of the present disclosure, themethod further includes, with one or more sensors, resolving the otherpredetermined location of the tire-wheel assembly relative to thereference frame of the robot.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes one or more of an optical sensor, anultrasonic sensor, and a proximity sensor.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone compliant end effector, where the robot moves the proximity sensorto iteratively contact a side of the tire-wheel assembly and effectdetermination of an inner lip location of the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, theone or more sensors includes a proximity sensor coupled to the at leastone compliant end effector, where the robot moves the proximity sensorto iteratively contact a side of the tire-wheel assembly and effectdetermination of an open location of the wheel into which the at leastone compliant end effector extends to affix a wheel weight to the wheel.

In accordance with one or more aspects of the present disclosure, therobot has a driven actuator, the driven actuator has the at least onecompliant end effector and the actuator is driven so as to extend in atleast one degree of freedom of the robot between a retracted positionand an extended position, the extended position locating the at leastone compliant end effector proximate the tire-wheel assembly.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector has a wheel balancing weight grip, anda resiliently compliant wheel balancing weight applicator.

In accordance with one or more aspects of the present disclosure, the atleast one compliant end effector includes a conforming wheel balancingweight gripper that conforms, from a relaxed configuration, to a contourof a surface of the wheel rim onto which the wheel balancing weight isapplied.

In accordance with one or more aspects of the present disclosure, theconforming wheel balancing weight gripper includes a flexible grip thatgrips and holds a wheel balancing weight.

In accordance with one or more aspects of the present disclosure, theflexible grip includes one or more of magnets, vacuum grips, and clips.

In accordance with one or more aspects of the present disclosure, themethod further includes, with a wheel weight transport of a wheelbalancing weight dispenser connected to the frame, conveying andpositioning wheel balancing weights at an interface location where therobot picks the wheel balancing weights from the wheel weight transport.

In accordance with one or more aspects of the present disclosure, thewheel weight transport conveys adhesive wheel balancing weights sans anadhesive backing of the wheel balancing weights.

In accordance with one or more aspects of the present disclosure, thewheel balancing weight dispenser removes the adhesive backing from thewheel balancing weights for transport on the wheel weight transport.

In accordance with one or more aspects of the present disclosure, themethod further includes, with an automated weight-measuring roller and acutting blade of the wheel balancing weight dispenser, unrolling andindexing a predetermined amount of weight past the cutting blade andcutting the predetermined amount of weight to form a wheel balancingweight of a predetermined weight that resolves imbalance of the one ormore of the tire, the wheel, the bearings, the brake components, and thevehicle components that impart vibrations to the vehicle.

Referring to FIGS. 16A and 20A, for exemplary purposes, the tirebalancer 129M has any suitable configuration for balancing the wheelassembly 111. For non-limiting exemplary purposes only, tire balancer129M includes an end effector mount 129MM that couples the tire balancer129M to the end effector 128 of the at least one robotic arm 126 (seeFIG. 20A). The tire balancer 129M is configured to balance the tire 111Tand the wheel 111W assembly 111 with the tire 111T and wheel 111W (i.e.,wheel assembly 111) spinning at wheel operating speeds of about 60 mphor greater (in other aspects the operating speeds may be less than about60 mph) so as to effect dynamic balancing or road force balancing of thewheel assembly 111. In one aspect, the tire balancer 129M is configuredto balance the wheel assembly 111 off of the vehicle 110 and may besubstantially similar to a conventional tire balancer but carried by theat least one robotic arm 126; while in other aspects, the tire balancer129M is configured to balance the wheel assembly 111 on or in situ thevehicle 110 and includes rollers (e.g., a drive roller 300 configured tospin the wheel assembly 111 about a respective wheel hub of the vehicle110 and a road force roller 305 configured to apply a simulated roadforce to the tire 111T with the wheel assembly 111 spinning. At leastthe drive roller 300 drives rotation of the wheel assembly 111 fordetermining where to place wheel weights 3188 (see, e.g., FIGS. 44A and56 ). The wheel weights 3188 are applied to the wheel 111W in anysuitable manner such as with a wheel weight dispenser (such as one ofthe robotic arm 126, 126A that picks wheels weights from a hopper andapplies them to the wheel in locations identified by the tire balancer129M) to place the wheels weights onto the wheel 111W. In other aspectsthe tire balancer 129M has any suitable configuration and/or componentsfor balancing the wheel assembly 111.

Still referring to FIG. 16A and also to FIGS. 16B-16C a tire balancer129M1 is illustrated. The tire balancer 129M1 is configured as a dynamictire balancer that includes a frame 310, a drive roller 300 mounted tothe frame 310, and a road force roller 310 mounted to the frame 310. Asuitable drive motor(s) DM are mounted to the frame for driving rotationof the drive roller 300 to effect rotation/spinning of the wheelassembly 111. As described above, the frame 310 includes an end effectormount 129MM that couples the frame 129M1 to the end effector 128 of theat least one robotic arm 126. The robot arm 126 is configured to movethe drive roller 300 and road force roller 305 into contact with thetire 111T. The robot arm 126, in one aspect, includes any suitable forcefeedback sensors (pressure sensors, current sensors, etc.) for detectingan amount of force applied by robot arm 126 on the tire 111T by thedrive roller 300 and road force roller 305; while in other aspects themotors are provided to raise/move the drive roller 300 and the roadforce roller 305 relative to the frame 310 and into substantial contactwith the tire 111T, where force feedback sensors are coupled to theframe 310, the drive roller 300, and the road force roller 305 fordetecting a force exerted on the tire by the drive roller 300 and roadforce roller 305.

The tire balancer 129M1 may include a remote motion detection module 320that includes a mounting plate 321 and motion sensors 322A, 322B, 322C.The mounting plate 321 is configured in any suitable manner, such aswith fasteners 321FF (e.g., clips, magnets, spring or crank tensionrods, etc.), to couple with the wheel 111W so that a center 321CC of themounting plate 321 is substantially coaxial with a center of rotationWHB of the wheel assembly 111. The mounting plate 321 may includesockets 335 that have are equal in number to and have the same patterndiameter SPD as the lugs 765 of the wheel 111W to which the mountingplate 321 is coupled. The sockets 335 are configured to frictionallyengage the lugs 765 to effect centering of the mounting plate 321 withrespect to the wheel 111W. In some aspects, the frictional coupling ofthe sockets 335 with the lugs 765 retains the mounting plate 321 on thewheel assembly 111 during balancing of the wheel assembly 111; while inother aspects, the frictional engagement between the sockets 335 andlugs 765 at least in part retains (e.g., supplemented by other retainingmeans such as the clips, magnets, tension rods, etc.) the mounting plate321 on the wheel assembly 111 during balancing of the wheel assembly.The mounting plate 321 is, in one aspect, configured to couple with theouter face of the wheel 111W (i.e., opposite the wheel hub of thevehicle 110) so that coupling and uncoupling of the mounting plate 321to the wheel 111W is substantially unobstructed.

The motion sensors 322A, 322B, 322C are coupled to the mounting plate321 in any suitable arrangement so that the remote motion detectionmodule 320 is rotationally balanced and the balancing of the wheelassembly 111 is unaffected by the presence of the remote motiondetection module 320 on the wheel assembly 111. In this aspect, thereare three motion sensors 322A, 322B, 322C where each motion sensor is anaccelerometer; however, in other aspects there may be any suitable typeand number of motion sensors. Here, at least one of the motion sensors322A, 322B, 322C is arranged on the mounting plate 321 and is configuredto detect radial accelerations R (e.g., up and down vibrations or “hop”)of the wheel assembly 111 (see FIG. 16C). At least one of the motionsensors 322A, 322B, 322C is arranged on the mounting plate 321 and isconfigured to detect positive axial accelerations +Z (relative to thewheel hub/spindle to which the wheel assembly 111 is coupled) of thewheel assembly 111 (see FIG. 16C). At least one of the motion sensors322A, 322B, 322C is arranged on the mounting plate 321 and is configuredto detect negative axial accelerations −Z (relative to the wheelhub/spindle to which the wheel assembly 111 is coupled) of the wheelassembly 111 (see FIG. 16C). The positive and negative axialaccelerations may be referred to as “wobble” (e.g., sideways motion) ofthe wheel assembly 111. In other aspects, one or more of the motionsensors 322A, 322B, 322C may be a multi-axis sensors configured todetect any suitable combination of the radial accelerations R, thepositive axial accelerations +z, and the negative axial accelerations−Z. In still other aspects, a single multi-axis motion sensor isprovided to detect the radial accelerations R, the positive axialaccelerations +z, and the negative axial accelerations −Z while inertweights are provided on the mounting plate 321 to balance the weight ofthe single multi-axis motion sensor.

The motion sensors 322A, 322B, 322C are configured as wireless motionsensors that communication with any suitable wheel balancer controller129CNT. The motions sensors 322A, 322B, 322C communicate sensor signalsthat embody the detected accelerations to the controller 129CNT over anysuitable wireless communication protocol/connection WCP, including butnot limited to Bluetooth®, Zigbee®, cellular, Wi-Fi, or any other longor short range communication protocol. In one aspect, the controller129CNT is coupled to the frame 310 and is in communication with one ormore of a device 1020A-1020 n controller 160 (e.g., such as a bot 120controller, a wheel weight dispenser/applicator controller, etc.) andthe control console 1010; while in other aspects the controller 129CNTis integral to a device controller 160 (see FIG. 20A) or the controlconsole 1010 so as to communicate with other components of the tirechanging system 100 (e.g., the tire balancer 129M, wheel weightdispenser/applicator, operator GUI 1004, etc.) to effect balancing ofthe wheel assembly 111 as described herein.

While the tire balancer 129M1 was described above, as having an endeffector mount 129MM for coupling the tire balancer 129M1 to the atleast one robotic arm 126, in other aspects, the tire balancer 129M1 maybe a stand-alone floor unit (substantially similar to that shown anddescribed herein with respect to FIG. 30D) or the tire balancer 129M1may be a component of tire changing system 100, 100A (see FIGS. 1A, 1Band 35 ) where the vehicle 110 is driven into the alignment cell andonto the tire balancer 129M1 (which is generally referred to in FIGS. 1and 35 as tire balancer 129MS).

Referring to FIGS. 16A-19 , in operation the tire balancer 129M1 ispositioned relative to the wheel assembly 111 (with the wheel assembly111 in situ the vehicle 110) in any suitable manner (FIG. 19 , Block600), such as by the at least one robotic arm 126 so that the driveroller 300 and road force roller 305 are in substantial contact with thetire 111T. The controller 129CNT operates the drive motor(s) DM so thatthe drive roller 300 drivingly rotates the wheel assembly 111 with thedrive force roller 305 applying a simulated road force to the wheelassembly 111. The wheel assembly 111 is rotated and one or more of theradial accelerations R, positive axial accelerations +Z, and negativeaxial accelerations −Z are detected by the motion sensor(s) 322A, 322B,322C (FIG. 19 , Block 610).

An amount of weight and a position of the weight is determined based onthe detected accelerations (FIG. 19 , Block 620). For example, in oneaspect, the wheel assembly 111 is initially spun without wheel weightsapplied to obtain baseline accelerations, such as illustrated in FIG.17A. A known mass 400 is applied to the wheel assembly 111 at a knownlocation 401 relative to the balancing planes R (X, Y), Z (see FIG.16C). The wheel assembly is spun with the known mass 400 applied and theaccelerations are detected (see FIG. 17B) and compared with the baselineaccelerations in any suitable manner to determine the amount andlocation of weight to be applied to the wheel assembly 111 for balancingthe wheel assembly. In another aspect, the amount of weight forbalancing the wheel assembly 111 is determined by measuring a mass m ofthe wheel assembly 111 while lifting the wheel assembly 111 (e.g., froma drooped position—i.e., with the vehicle 110 lifted off of the groundand the vehicle suspension components 500 fully relaxed/drooped down)based on a deflection d of the wheel assembly from the drooped position,assuming a steady spring constant k of the vehicle suspension components500; noting that the spring constant k can be determined by measuringthe force F required to lift the wheel assembly 111 from the droppedposition back to a ride height position (i.e., a position of the wheelas determined by the vehicle suspension components 500 with the vehicle110 resting with all wheels on the ground) where:

F=−mg/d  [eq. 1]

and

E=(k×d ²)/2  [eq. 2]

where E is the spring potential energy and g is the force of gravity.The location of the weight may be determined by application of thedetermined weight to the wheel 111W, spinning the wheel, and measuringthe accelerations in a manner similar to that noted above. In otheraspects, the amount of weight and location of the weight may bedetermined in any suitable manner.With the amount of weight and the position of the weight determined theweight is applied to the wheel 111W (FIG. 19 , Block 630) in anysuitable manner (e.g., with automated equipment or manually), such asdescribed herein.Referring to FIGS. 20A-20C, a wheel balancer 129M2 is illustrated. Thewheel balancer 129M2 is coupled to the end effector 128 of the at leastone robotic arm 126 with an end effector mount 129MM in a manner similarto that described above. In this aspect, the wheel balancer 129M2includes a wheel shroud or housing 700 that is coupled to the endeffector mount 129MM by a shaft 705. The wheel shroud 700 has the formof an open top can or cup that includes a base 700B, to which the shaft705 is coupled, and a peripheral wall 700B that extends from the base700B in a direction opposite the shaft 705. The end effector mount 129MMincludes any suitable drive motor 710 that is coupled to and drives theshaft 705 (and the wheel shroud 700 coupled thereto) about alongitudinal axis 705LAX of the shaft 705; while in other aspects, themotor 710 may be located between the shaft 705 and the wheel shroud 700so that the shaft 705 is rotationally fixed to the end effector mount129MM and the wheel shroud 700 is driven in rotation, by the motor 710relative to the shaft 705.The wheel shroud 700 includes a road force roller 305 that is coupled tothe peripheral wall 700P of the wheel shroud 700 so as to be movable ina radial direction 777. The wheel shroud 700 includes any suitable motor720 that is configured to move the road force roller 305 in the radialdirection 777 so that the road force roller 305 selectively engages anddisengages the tire 111T.The wheel shroud 700 may also include one or more dynamic balancerollers 735A, 735B that are coupled to the peripheral wall 700P of thewheel shroud 700 so as to be movable in a radial direction 777. Thewheel shroud 700 includes any suitable motor 721 that is configured tomove the one or more dynamic balance rollers 735A, 735B in the radialdirection 777 so that the one or more dynamic balance rollers 735A, 735Bselectively engage and disengage the tire 111T.Where the one or more dynamic balance rollers 735A, 735B are providedwith the road force roller 305, the one or more dynamic balance rollers735A, 735B and the road force roller 305 are independently deployablefor engagement with the tire 111T to provide for road force balancing ofthe wheel assembly 111, dynamical balancing of the wheel assembly, orboth (a combination of) road force balancing and dynamic balancing.The wheel shroud 700 includes a centering protrusion 760 that extendsfrom base 700P and is substantially coaxial (i.e., extends along thelongitudinal axis 705LAX) with the shaft 705. The centering protrusion760 has any suitable configuration for engaging the wheel 111W, tocenter the wheel assembly 111 within the wheel shroud 700 or to centerthe wheel shroud 700 with the wheel assembly 111 (e.g., the center ofthe wheel 111W is substantially aligned/coaxial with the shaft 705longitudinal axis 705LAX). For example, referring also to FIG. 20D, thecentering protrusion 760 includes sockets 761 arranged in a pattern thatsubstantially matches the lug 765 pattern of the wheel 111W. The sockets761 have a socket pattern (e.g., socket number and socket-patterndiameter SPD) and are configured to engage the lugs 765 and center thewheel assembly 111 with the wheel shroud 700 as noted above. Thecentering protrusion 760 (or a socket portion thereof) may be removablefrom the base 700B and interchangeable with other centering protrusions760 (or socket portions). Each interchangeable centering protrusion 760corresponds with a different lug 765 pattern (e.g., lug number andbolt-pattern diameter BPD) so that the tire balancer 129M2 may beemployed with different wheels 111W having different lug 765 patternscorresponding to a socket pattern of a respective one of theinterchangeable centering protrusions 760.The centering protrusion 760 may be coupled to the base 700B so as torotate relative to the base. The rotatable coupling between the base700B and the centering protrusion 760 provides for centering of thewheel shroud 700 relative to the wheel assembly 111 while allowingrotation of the wheel shroud 700 with the wheel assembly 111 remainingrotationally stationary/fixed. A releasable lock 760L may be coupled tothe base 700P to selectively lock rotation of the centering protrusion760 to the base 700P so that the wheel shroud 700 and the centeringprotrusion 760 rotate as a unit for engaging the centering protrusion760 with the lugs 765 and so that the wheel shroud 700 rotatesindependent of the centering protrusion 760. The tire balancer 760 mayinclude a vision system 760V that images the wheel lug 765 pattern and afiducial 760F of the centering protrusion 760 (the fiducial 760F havinga known relationship relative to the socket pattern) and is configuredto effect an aligning rotation of the wheel shroud 700 (and thecentering protrusion) so that the centering protrusion 760 engages thelugs 765. In other aspects, alignment of the centering protrusion 760with the lugs 765 (or any other suitable portion of the wheel 111W) maybe effected in any suitable manner for centering the wheel shroud 700relative to the wheel assembly 111 or vice versa.The tire balancer 129M2 includes one or more sensors to effect balancingof the wheel assembly 111. For example, one or more force sensors 723are disposed on the shaft 705 to detect deflections of the wheel shroud700 as the wheel shroud rotates around the wheel assembly. The one ormore force sensors 723 may be any suitable force sensor(s) including butnot limited to torque cells and/or strain gauges. The one or more forcesensors 723 are in communication with the controller 129CNT in anysuitable manner (such as through the wireless protocol/connection WCP)where the controller is configured to (e.g., with any suitablenon-transitory program code) determine an amount of movement, in one ormore of the radial R, +Z, and −Z directions, of the wheel assembly 111based on contact of the wheel assembly 111 with one or more of the roadforce roller 305 and the one or more dynamic balance rollers 735A, 735B.The wheel balancer 129M2 may also include one or more of a wheel lateralrunout sensor 780 and a wheel radial runout sensor 781. The wheellateral runout sensor 780 is any suitable sensors (optical, contact,capacitive, etc.) that is coupled to the base 700B and is positioned todetect the amount of sideways motion (lateral runout or the amount of“wobble”) in of the wheel 111W (and/or tire 111T) as the wheel shroud700 rotates around the wheel assembly 111. The wheel radial runoutsensor 781 is any suitable sensors (optical, contact, capacitive, etc.)that is coupled to the base 700B and is positioned to detect a radiusRAD of the wheel 111W (and/or tire 111T) for effecting a determinationas to whether the radius of the wheel 111W (and/or tire 111T) is notconsistent from the wheel 111W center of rotation to any given point onthe rim (this radial out of round condition causes the wheel assembly tovibrate up and down or “hop” as the wheel assembly 111 spins on, e.g., aroad surface). The one or more of the wheel lateral runout sensor 780and the wheel radial runout sensor 781 are connected to (i.e., incommunication with) the controller 129CNT in any suitable manner (suchas through the wireless protocol/connection WCP) where the controller isconfigured to (e.g., with any suitable non-transitory program code)determine one or more of the lateral and radial runout of the wheel 111Wbased on sensor data from the one or more of the wheel lateral runoutsensor 780 and the wheel radial runout sensor 781.As may be realized, the components of the tire balancer 129M2 coupled tothe wheel shroud 700 are positioned relative to each other, with orwithout suitable counter-weighting) so that the wheel shroud 700 isrotationally balanced. Rotationally balancing the wheel shroud 700effects balancing of the wheel assembly 111 substantially without undueinfluence from (i.e., independent of) variations in dynamic loading thatmay otherwise result from rotating the wheel shroud 700 relative to thewheel assembly 111.The controller 129CNT is configured to determine an amount of weight tobe applied to the wheel assembly 111 and a location of the weight on thewheel 111W so that with the weight applied to the wheel 111W the wheelassembly is balanced. In one aspect, the amount of and position of theweight is determined based on sensor data from the one or more forcesensor 723; while in other aspects, the amount of and position of theweight is determined based on the sensor data from the one or more forcesensor 723 and at least one of the one or more of the wheel lateralrunout sensor 780 and the wheel radial runout sensor 781.While the tire balancer 129M2 was described above, as having an endeffector mount 129MM for coupling the tire balancer 129M1 to the atleast one robotic arm 126, in other aspects, the tire balancer 129M2 maybe a stand-alone floor unit (substantially similar to that shown anddescribed herein with respect to FIG. 30D) or the tire balancer 129M2may be a component of tire changing system 100, 100A (see FIGS. 1A, 1Band 35 ) where the vehicle 110 is driven into the alignment cell andonto the tire balancer 129M2 (which is generally referred to in FIGS. 1and 35 as tire balancer 129MS).Still referring to FIGS. 20A-20D and also to FIG. 21 , an exemplaryoperation of the tire balancer 129M2 will be described. The at least onerobotic arm 126 positions the wheel shroud 700 around the wheel assembly111, with the wheel assembly in situ the vehicle 110 (FIG. 21 , Block800) so that the centering protrusion 760 engages the lugs 765 and thewheel shroud 700 is substantially centered with respect to the wheelassembly 111. One or more of the road force roller 305 and dynamicbalance rollers 735A, 735B are moved radially, by their respectivemotors 720, 721, so as to engage (e.g., substantially contact) the tire111T (FIG. 21 , Block 810 and/or FIG. 21 , Block 820). The wheel shroud700 is rotated, by the motor 710, relative to the wheel assembly (FIG.21 , Block 830) and the wheel balance metrics (e.g., one or more of theradial runout, lateral runout, and shaft deflections) are obtained fromthe sensors (e.g., respective ones of the force sensor 723, the radialrunout sensor 781, and lateral runout sensor 780) (FIG. 21 , Block 840).The amount of weight to be coupled to the wheel 111W and the location ofweight to be coupled to the wheel are determined (FIG. 21 , Block 850)by the controller 129CNT in any suitable manner, where the weight iscoupled to the wheel assembly (FIG. 21 , Block 860) in any suitablemanner (such as by a human operator or automation) so that the wheelassembly 111 is balanced.Referring now to FIGS. 22A and 22B, a tire balancer 129M3 isillustrated. The tire balancer may be substantially similar to tirebalancer 129M1; however, in this aspect the tire balancer 129M3 employspassive fiducials 821A, 821B, 821C on the mounting plate 321 (of theremote motion detection module 320) and one or more detectors 950, 960on the frame 310. The passive fiducials 922A, 922B, 922C are arranged onthe mounting plate 321 in a manner similar to that described above withrespect to motion sensors 322A, 322B, 322C. The passive fiducials 922A,922B, 922C may be any suitable fiducial configured to be sensed by anoptical, capacitive, and/or inductive sensor. For example, the passivefiducials 922A, 922B, 922C may be reflectors and/or metallic pads thatextend or otherwise protrude from the sensed face 999; however, in otheraspects the passive fiducials may be recessed at least partially withinthe mounting plate 321 so as to be substantially flush with or protrudefrom the sensed face 999; while in still other aspects, the passivefiducials may be stickers (having minimal thickness) that are adhered tothe sensed face 999 in any suitable manner.[2] The detectors 950 are mounted to a detector mount 950P that iscoupled to the frame 310 so as to face the sensed face 999 of themounting plate 321 with the mounting plate 321 coupled to the wheelassembly 111 and with the frame 310 positioned relative to the wheelassembly 111 to effect rotation of the wheel assembly 111. The detectors950 include one or more optical sensor, capacitive sensor, inductivesensor, and/or any other suitable sensor (collectively referred toherein as sensors 950S) configured to detect the passive fiducials 922A,922B, 922C.Each passive fiducial 922A, 922B, 922C is positioned on the mountingplate 321 at a predetermined radial distance 924 from a center MPC ofthe mounting plate 321. With the mounting plate 321 coupled to the wheelassembly 111 and with the frame 310 positioned relative to the wheelassembly 111 to effect rotation of the wheel assembly 111, a center DTCof the detectors 950 is substantially aligned (e.g., coaxial) with thecenter MPC of the mounting plate 321. The sensors 950S (two sensors950S1, 950S1 are shown for illustrative purposes) are arranged to be thedistance 924 from the center DTC so as to be radially aligned with thepassive fiducials 922A, 922B, 922C.The detectors 950 and the mounting plate 321 are configured to detectwheel hop (e.g., up and down vibration) during balancing of the wheelassembly 111. The detectors are coupled to the controller over anysuitable wireless communication protocol/connection WCP so as totransmit sensor data to the controller for determining an amount ofwheel hop.The detectors 960 include at least one optical sensor such as laserscanners, vision systems (e.g., cameras), diffuse sensors, reflectivesensors, through-beams sensors or any other suitable sensor for sensingthe tire 111T. The detectors 960 are coupled to the frame 310 so as toface the tread 111TD of the tire 111T and have a width that is greaterthan the width of the tire 111T so as to detect lateral (e.g., +Z and/or−Z) movement of the tire 111T as the tire is spun by the drive roller300. In other aspects, a distance sensor 960DS, such as a laser distancesensor, the capacitive sensor, and/or the inductive sensor (noting thedistance sensors may be integral with or the same as the detectors 950Sin the case of capacitive and inductive sensors) may be coupled to thedetector mount 950P so that the lateral movement of the wheel assembly111 is detected by the interface between the distance sensor 960DS andthe sensed faced 999 and/or passive fiducials 922A, 922B, 922C of themounting plate 321.While the tire balancer 129M3 was described above, as having an endeffector mount 129MM for coupling the tire balancer 129M3 to the atleast one robotic arm 126, in other aspects, the tire balancer 129M3 maybe a stand-alone floor unit (substantially similar to that shown anddescribed herein with respect to FIG. 30D) or the tire balancer 129M3may be a component of tire changing system 100, 100A (see FIGS. 1A, 1Band 35 ) where the vehicle 110 is driven into the alignment cell andonto the tire balancer 129M3 (which is generally referred to in FIGS. 1and 35 as tire balancer 129MS).Still referring to FIGS. 22A and 22B and also to 10, an exemplaryoperation of the tire balancer 129M3 will be described. The tirebalancer 129M3 is positioned relative to the wheel assembly 111 (withthe wheel assembly 111 in situ the vehicle 110) in any suitable manner(FIG. 23 , Block 200), such as by the at least one robotic arm 126 sothat the drive roller 300 and road force roller 305 are in substantialcontact with the tire 111T. The controller 129CNT operates the drivemotor(s) DM to that the drive roller 300 drivingly rotates the wheelassembly 111 (FIG. 23 , Block 210) with the drive force roller 305applying a simulated road force to the wheel assembly 111.With the wheel assembly 111 rotating the detectors 950 detect fiducialmisalignment between the detectors 950 and the fiducials in the radialacceleration R direction (FIG. 23 , Block 220). The detectors sendsensor signals, embodying the fiducial alignment data, to the controller129CNT.With the wheel assembly 111 rotating the detectors 960 detect lateralmovement of the tire 111T (and the wheel assembly 111), relative to thedetectors 960, in the axial acceleration direction (e.g., +Z and/or −Zdirections) (FIG. 23 , Block 220). The detectors 960 send sensorsignals, embodying the lateral movement data, to the controller 129CNT.An amount of weight and a position of the weight is determined based onthe detected fiducial misalignment and/or the detected lateral movement(FIG. 23 , Block 240). For example, the controller 129CNT includes anempirically derived table EDT that correlates amounts of weights andpositions of those weights on the wheel assembly 111 to the detectedfiducial misalignment and/or the detected lateral movement. There may bean empirically derived table EDT for each different tire 111T and wheel111W combinations such that based on the detected fiducial misalignmentand/or the detected lateral movement and the tire/wheel combination thecontroller 129CNT searches the empirically derived tables EDT todetermine from the corresponding empirically derived table EDT theamount and position of the weights to be affixed to the wheel assembly111. In other aspects, the amount and position of the weights to beaffixed to the wheel assembly 111 may be determined in any suitablemanner such as analytically as a function of detected axial and radialmovement of the wheel assembly 111 or a wheel assembly weightdistribution (e.g., as determined by the detected axial and radialmovement of the wheel assembly 111 knowing the material properties andsizes of the tire and wheel).With the amount of weight and the position of the weight determined theweight is applied to the wheel 111W (FIG. 23 , Block 250) in anysuitable manner (e.g., with automated equipment or manually), such asdescribed herein.Referring to FIG. 24 , a tire balancer 129M4 is illustrated. The tirebalancer 129M4 includes a frame 1100 that is in one aspect configuredwith an end effector mount 129MM for coupling with the robotic arm 126;while in other aspects the frame 1100 is configured for placement on afloor of a tire changing station (such as shown in FIG. 35 ). The frame1100 may be substantially similar to frame 310 and include at least adrive roller 300 and its corresponding drive motor DM. The frame 1100may also include a road force roller 305.Any suitable vibration sensor 1115 is coupled to the frame 1100. Thevibration sensor 1115 may be one or more accelerometers, a non-contactoptical displacement sensor, or any other suitable sensor configured tosense vibrations of the wheel assembly 111 and/or vehicle suspensioncomponents 500 and send signals embodying the detected vibrations to thecontroller 129CNT over a wired or wireless connection/protocol WCP. Thevibration sensor 1115 may be coupled to the frame 1100 in any suitablemanner, such as by a lift 1125 that raises and lowers the vibrationsensor 1115 relative to the frame. The lift 1125, under control ofcontroller 129CNT, is raised to place the vibration sensor in contactwith, for example, the any suitable portion of the vehicle suspensioncomponents 500 (e.g., such as a control arm). The lift 1125 and/orvibration sensor 1115 may include any suitable contact, optical,capacitive, resistive, etc. sensor configured to detect contact betweenthe vibration sensor 1115 and the vehicle suspension components 500 soas to signals to the controller with respect to stopping travel of thelift once contact is made.The vibration sensor 1115 includes any suitable magnets, clamps, etc.that engage the vehicle suspension components 500 to hold the vibrationsensor 1115 to the vehicle suspension components 500. In one aspect, thevibration sensor 1115 may be releasable from the lift, such that withthe vibration sensor 1115 is held contact with the vehicle suspensioncomponents 500 (e.g., via magnet, clamp, etc.), the vibration sensor1115 is automatically disengaged from the lift 1125 and the lift 1125 islowered so as not to dampen any vibration caused by wheel assemblyimbalance; in other aspects, the lift 115 may have a spring rate/forcesufficient to raise the vibration sensor 1115 into contact with thevehicle suspension components 500 but such spring rate/force isnegligible with respect to vibration induced by wheel assemblyimbalance. In other aspects the vibration sensor 1115 may be manuallycoupled to the vehicle suspension components 500 in any suitable manner(e.g., magnetically, mechanical fasteners/clamps, etc.).Still referring to FIG. 24 , and also to FIG. 25 , in operation the tirebalancer 129M4 and the wheel assembly 111 are positioned relative to oneanother (FIG. 25 , Block 1200). In one aspect, the robotic arm positionsthe tire balancer 129M4 relative to the wheel assembly 111 such as withthe vehicle 110 on a lift 170; while in other aspects, the vehicle 110is driven onto the rollers 300, 305 of the tire balancer 129M4.The vibration sensor 1115 is engaged with the vehicle suspensioncomponents 500 (FIG. 25 , Block 1210) in the manner described above. Thewheel assembly 111 is rotated (e.g., by the drive roller 300) (FIG. 25 ,Block 1220) and wheel balance metrics are obtained at least in part fromthe vibration sensor (FIG. 25 , Block 1230), e.g., the vibration sensor1115 senses vibrations in the vehicle suspension components 500 that areindicative of wheel assembly 111 imbalance. The vibration sensor 1115sends signals to the controller 129CNT embodying the wheel balancemetrics and the controller 129CNT is configured to determine, based onthe wheel balance metrics (e.g., including vibrations, wheel rotationposition, etc.) an amount of wheel weight and a position of the wheelweight 3188 (see, e.g., FIGS. 44A and 56 ) on the wheel 111W (FIG. 25 ,Block 1240) to effect balancing of the wheel assembly 111. The wheelweight 3188 may be applied (FIG. 25 , Block 1250) with any suitableautomation or manually.Referring to FIGS. 26A-26C, a tire balancer 129M5 is illustrated. Thetire balancer 129M5 may be substantially similar to tire balancer 129M1;however in this aspect the tire balancer 129M5 employs an opticalsensing system (e.g., that includes one or more of an optical runoutsensor 1310 and at least one optical point sensor 1320, 1321) to detectone or more of high and low points of radial runout of the wheelassembly 111, radial runout of the wheel assembly 111, and lateralrunout of the wheel assembly 111. While the tire balancer 129M5 isillustrated as having drive roller 300 and road force roller 305, inother aspects, tire balancer 129M5 may include an idle (non-driven)roller 300D in place of the drive force roller 305, or in other aspects,the rollers may form or be part of a dynamometer.The tire balancer 129M5 includes optical scanner 1310. The opticalrunout sensor 1310 is configured to detect both radial runout andlateral runout of the wheel assembly 111; while in other aspects, theremay be separate optical scanners for respectively detecting the radialrunout and lateral runout. For exemplary purposes, the optical runoutsensor 1310 may be any suitable three-dimensional scanner including, butnot limited to, LIDAR (light detection and ranging), ViDAR (video orvisual detection and ranging), and time-of-flight cameras. The opticalrunout sensor 1310 is coupled to the frame 310 in any suitable manner soas to be disposed beneath the tire 111T with the wheel assembly 111disposed on the rollers 300, 305. In one aspect, the optical runoutsensor 1310 is disposed substantially between the rollers 300, 305 butin other aspects may be positioned at any suitable location on the frame310 so as to image the thread (e.g., tire width) of the tire 111T. Theoptical runout sensor 1310 has a width (or field of view) FOV13 that isgreater than the width TW of the tire. The optical runout sensor 1310provides detection signals (both ranging and position signals) to thecontroller 129CNT and the controller 219CNT is configured to determine(based on the detection signals) the radial and lateral runout of thewheel assembly 111.The tire balancer 129M5 includes one or more optical point sensors 1320,1321 that are coupled to the frame 310 in any suitable locations so asto image at least one lateral side of the wheel assembly 111. Forexample, optical point sensor 1320 is disposed on one lateral side ofthe wheel assembly 111 while optical point sensor 1321 is disposed onthe opposite lateral side of the wheel assembly 111 (see FIG. 26B);while in other aspect, there may be but one optical point sensor locatedon the frame 310 so as to be positioned on but one lateral side of thewheel assembly. Each of the optical point sensors 1320, 1321 has a fieldof view FOV13A, FOV13B that is shaped and sized to as to image orotherwise detect a sidewall 111TS of the tire 111T and at least a rim111R of the wheel 111W. Each of the optical point sensors 1320, 1321provides detection signals to the controller 129CNT and the controller219CNT is configured to determine (based on the detection signals) thehigh and low points of the radial runout of the wheel assembly 111.The optical runout sensor 1310 and the one or more optical point sensors1320, 1321 are communicably connected to the controller 129CNT in anysuitable manner, such as through a wireless connection (such as wirelesscommunication protocol WCP) and/or a wired connection.While the tire balancer 129M5 was described above, as having an endeffector mount 129MM for coupling the tire balancer 129M5 to the atleast one robotic arm 126, in other aspects, the tire balancer 129M5 maybe a stand-alone floor unit (substantially similar to that shown anddescribed herein with respect to FIG. 30D) or the tire balancer 129M5may be a component of tire changing system 100, 100A (see FIGS. 1A, 1Band 35 ) where the vehicle 110 is driven into the alignment cell andonto the tire balancer 129M5 (which is generally referred to in FIGS. 1and 35 as tire balancer 129MS).Still referring to FIGS. 26A-26C and also to FIG. 27 , an exemplaryoperation of the tire balancer 129M5 will be described. The tirebalancer 129M5 is positioned relative to the wheel assembly 111 or viceversa (with the wheel assembly 111 in situ the vehicle 110) in anysuitable manner (FIG. 27 , Block 1400), such as by the at least onerobotic arm 126 so that the drive roller 300 and road force roller 305are in substantial contact with the tire 111T. In other aspects, thetire balancer 129M5 may be a component of tire changing system 100, 100A(see FIGS. 1A, 1B and 35 ) where the vehicle 110 is driven into thealignment cell and onto the tire balancer 129M5. The controller 129CNToperates the drive motor(s) DM so that the drive roller 300 drivinglyrotates the wheel assembly 111 (FIG. 27 , Block 1410) with the driveforce roller 305 applying a simulated road force to the wheel assembly111.With the wheel assembly 111 rotating the optical runout sensor 1310detects movement of the wheel assembly 111 in one or more of the radialacceleration R direction and the axial acceleration direction (e.g., +Zand/or −Z directions) (FIG. 27 , Block 1425). The optical runout sensor1310 sends sensor signals, embodying data corresponding to the detectedmovement of the wheel assembly 111 in the radial and axial accelerationdirections, to the controller 129CNT.With the wheel assembly 111 rotating the at least one optical pointsensor 1320, 1321 detect(s) the high and low points of the radial runoutof the wheel assembly 111 (FIG. 27 , Block 1420). The at least oneoptical point sensor 1320, 1321 send sensor signals, embodying the highand low point data, to the controller 129CNT.An amount of weight and a position of the weight is determined based onthe movement of the wheel assembly 111 in the radial and axialacceleration directions and/or the high and low point data (FIG. 27 ,Block 1430). For example, the controller 129CNT includes an empiricallyderived table EDT that correlates amounts of weights and positions ofthose weights on the wheel assembly 111 to the detected movement of thewheel assembly 111 in the radial and axial acceleration directionsand/or the detected high and low point data. There may be an empiricallyderived table EDT for each different tire 111T and wheel 111Wcombinations such that based on the tire/wheel combination and thedetected movement of the wheel assembly 111 in the radial and axialacceleration directions and/or the detected high and low point data thecontroller 129CNT searches the empirically derived tables EDT todetermine from the corresponding empirically derived table EDT theamount and position of the weights to be affixed to the wheel assembly111. In other aspects, the amount and position of the weights to beaffixed to the wheel assembly 111 may be determined in any suitablemanner such as analytically as a function of the detected movement ofthe wheel assembly 111 in the radial and axial acceleration directionsand/or the detected high and low point data knowing the materialproperties and sizes of the tire and wheel.With the amount of weight and the position of the weight determined theweight is applied to the wheel 111W (FIG. 27 , Block 1440) in anysuitable manner (e.g., with automated equipment or manually), such asdescribed herein.Referring to FIGS. 28A and 28B a tire balancer 129M6 is illustrated. Thetire balancer 129M6 includes a remote motion detection module 1520 and avibration inducing member 1530. The remote motion detection module 1520may be substantially similar to the remote motion detection module 320described herein and includes a mounting plate 1521 to which motionsensors 1522A, 1522B, 1522C are coupled. The motion sensors 1522A,1522B, 1522C are substantially similar to motion sensors 320A, 320B,320C described herein. For example, the motion sensors 1522A, 1522B,1522C may each include a three-dimensional motion sensor configured todetect accelerations in at least one radial direction R (e.g., one of Xand Y) and in the +/−Z direction.The vibration inducing member 1530 includes a frame 1530F that includesan end effector mount 129MM for coupling the vibration inducing member1530 to the robotic arm 126. In other aspects, the vibration inducingmember 1530 may be stationary/fixed at any suitable location of a tirechanging station (see FIGS. 1B and 35 ) that provides for the vibrationinducing member 1530 inducing vibration to the wheel assembly 111. Thevibration inducing member 1530 is any suitable actuator that includes adrive 1530DM and an impactor 1530R (e.g., hammer, rod, etc.). The drive1530DM is configured to effect a striking movement of the impactor 1530R(one or more of a rotary motion and linear motion) against the wheel111W (or the tire 111T) for inducing vibration of the wheel assembly111. The impinger 1530R is configured to induce vibration in the wheel111W without leaving marks on the wheel (e.g., the portion of theimpactor 1530R striking the wheel 111W includes a non-marking pad thatinterfaces with the wheel 111W).The controller 129CNT is communicably coupled to the motion sensors1522A, 1522B, 1522C so that with the wheel 111W struck by the impactor1530R, the motion sensors 1522A, 1522B, 1522C sense vibrations of thewheel 111W and send signals to the controller 129CNT embodying thosevibrations. Where the tire assembly is balanced the vibrations (e.g.,frequency) of the wheel 111W sensed by the different motion sensors1522A, 1522B, 1522C may be substantially similar. Where the tireassembly is imbalanced the vibrations (e.g., frequency) of the wheel111W sensed by the different motion sensors 1522A, 1522B, 1522C may bedifferent. The controller 129CNT is configured to analyze the differentfrequencies from the different motion sensors 1522A, 1522B, 1522C anddetermine an amount of weight and location of weight to be applied tothe wheel 111W to effect balancing of the wheel assembly 111 (and e.g.,make the vibration frequencies sensed by the different sensors 1522A,1522B, 1522C substantially the same).Referring to FIGS. 28A, 28B and 16 , in operation the tire balancer129M6 and the wheel assembly 111 are positioned relative to one another(FIG. 29 , Block 1600). In one aspect, the robotic arm positions thetire balancer 129M6 relative to the wheel assembly 111 such as with thevehicle 110 on a lift 170; while in other aspects, the vehicle 110 isdriven to a tire changing station (such as those described herein) toposition the wheel assembly 111 relative to the tire balancer 129M6;while in still other aspects, the tire balancer may be a module unit(e.g., cart) that is positioned adjacent the wheel assembly 111.The controller 129CNT operates the drive 1530DM so that the impactor1530R is driven to strike the wheel 111W (or tire 111T) (FIG. 29 , Block1610) and induce vibration of the wheel assembly 111. Wheel balancemetrics (e.g., vibrational frequencies) are obtained by the controller129CNT from the motion sensors 1522A, 1522B, 1522C (FIG. 29 , Block1620) and the controller 129CNT determines an amount of wheel weight andposition of the wheel weight 3188 (FIG. 29 , Block 1630; see also, e.g.,FIGS. 44A and 56 ), based on the detected vibrational characteristics ofthe wheel assembly 111, to effect balancing of the wheel assembly. Thewheel weight 3188 may be applied to the wheel 111W in any suitablemanner such as manually and/or with automation.Referring to FIGS. 30A-30C, a tire balancer 129M7 is illustrated. Thetire balancer 129M7 includes a frame 310, a drive roller 300, a roadforce roller 305, and drive motors that are substantially similar to anyone or more of tire balancers 129M1, 129M2, 129M3, and 129M5; however,in this aspect one or more sensors for detecting imbalances of the wheelassembly 111 are integrated into the wheel weights 1701. For example,each wheel weight 1701 include an adhesive backing 1705 configured toadhere the wheel weight 1701 to the wheel 111W. The wheel weight 1701also includes an inertial measurement unit 1702 integrally formedtherewith so that the wheel weight 1701 itself detects the radialaccelerations R (e.g., up and down vibrations or “hop”) and both thepositive axial accelerations +Z and negative axial accelerations −Z(e.g., sideways motion or “wobble”) of the wheel assembly 111. Theinertial measurement unit 1702 includes any suitable sensors fordetecting the radial and axial accelerations, where such sensors includebut are not limited to accelerometers, gyroscopes, or any other suitablesensor, one or more of which may be a Micro Electro Mechanical System(MEMS) sensor.The wheel weight 1701 includes a wireless transmitter 1703 configured tocommunicate with the controller 129CNT wirelessly over wirelesscommunication protocol/connection WCP. For example, the tire balancer129M7 includes receivers 1720 that are configured to receive radial andaxial acceleration data and transmit that data to the controller 129CNT.The controller 129CNT is configured to determine, based on the radialand axial acceleration data from the wheel weights 1701 an imbalance ofa respective wheel assembly 111 and identify a change in position of theweight(s) 1701 and/or an amount of weight needed to balance the wheelassembly 111.The wireless transmitter 1703 may be configured to communicate with thereceivers 1720 over a wireless communication protocol/connection WCPthat is the same as and has the same frequency as, for example, the TPMSsensors of the automobile on which the wheel assembly 111 is mounted.With the wheel weight 1701 communicating over the TPMS sensor frequencyand protocol, the wheel weight 1701 is configured to send radial andaxial acceleration data to the automobile computer 110CNT (e.g., duringoperation of the automobile on a road or other surface) where theautomobile computer 110CNT is configured to determine, based on theradial and axial acceleration data from the wheel weights 1701 animbalance of a respective wheel assembly 111 and alert an operator ofthe vehicle of the imbalance through any suitable user interface 110U ofthe automobile 110. In other aspects, the transmitter 1703 of the wheelweights 1701 is configured to communicate with a smart device 1715(e.g., phone, tablet, etc.) where any imbalances detected for arespective wheel assembly 111 are communicated to an operator of thevehicle through the smart device 1715.While the tire balancer 129M7 was described above, as having an endeffector mount 129MM for coupling the tire balancer 129M7 to the atleast one robotic arm 126, in other aspects, the tire balancer 129M7 maybe a stand-alone floor unit 129M7S (see FIG. 30D) or the tire balancer129M7 may be a component of tire changing system 100, 100A (see FIGS.1A, 1B and 35 ) where the vehicle 110 is driven into the alignment celland onto the tire balancer 129M5 (which is generally referred to inFIGS. 1 and 35 as tire balancer 129MS). For example, the tire balancer129M7S includes a shaft 1777 to which the wheel 111W/wheel assembly 111is coupled. A drive motor 1776 rotates the shaft 1777 (and the wheel111W/wheel assembly 111) to effect balancing of the wheel assembly 111as described herein.In operation, still referring to FIGS. 30A-30C and also to FIG. 31 , theat least one robotic arm 126 positions the tire balancer 129M7 relativeto the wheel assembly 111, with the wheel assembly in situ the vehicle110; or the vehicle is driven to position the wheel assembly 111relative to the tire balancer 129M7 (FIG. 31 , Block 1800). The driveroller 300 and the road force roller 305 (and in some aspects dynamicbalance rollers similar to those described herein) are moved radially,by their respective motors (substantially similar to motors 720, 721described above), so as to engage (e.g., substantially contact) the tire111T (FIG. 31 , Block 1810). The drive roller 300 is rotated, by themotor DM, so as to rotate the wheel assembly (FIG. 31 , Block 820) andwheel balance metrics (e.g., one or more of the radial runout andlateral runout) are obtained from the inertial measurement units 1702 ofthe respective wheel weights 1701 that are applied to the wheel 111W(FIG. 31 , Block 1830).The amount of weight to be coupled to the wheel 111W and the location ofweight to be coupled to the wheel are determined (FIG. 31 , Block 1840)by the controller 129CNT in any suitable manner (such as in a mannersimilar to that described herein). Where the location and weightdetermination results indicate the wheel assembly is balanced (e.g., theamount of weight and location of the wheel weights 1701 result in abalanced wheel assembly 111) the balancing procedure ends and the wheelweights 1701 remain on the wheel 111W (e.g., where in some aspects thewheel weights 1701 communicate with the automobile computer 110CNT toprovide wheel assembly balance information to the user of the automobileas described herein). In other aspects, the wheel weights 1701 may beremoved and replaced with conventional wheel weights 3188 (see, e.g.,FIGS. 44A and 56 ) having the same mass and location as wheel weights1701 removed from the wheel 111W. Where the location and weightdetermination results indicate the wheel assembly is not balanced one ormore of repositioning of the wheel weights 1701, increasing an amount ofwheel weights 1701, and decreasing an amount of wheel weights 1701 iseffected based on the weight and position determination (FIG. 31 , Block1840), in any suitable manner (such as by a human operator orautomation). With the wheel weights repositioned and/or the amount ofwheel weights changed, Blocks 1820-1850 are repeated until the positionand weight determination indicates the wheel assembly is balanced.Referring now to FIGS. 32A-32C and 33 , the high point of radial runout(referred to herein as the high point) 1900 of the tire 111T and the lowpoint of radial runout (referred to herein as the low point) 1901 may bedetermined prior to balancing the wheel assembly 111 in the mannersdescribed herein. For example, a portion of a tire balancer 129M8, whichmay be incorporated with any one or more of the tire balancers describedherein, is employed for determining (and is configured to determine,with the controller 129CNT) the high point 1900 and low point 1901 ofthe tire 111T and wheel 111W so that the respective high point 1900 andlow point 1901 of the tire 111T and wheel 111W are positioned relativeto each other when the tire 111T is mounted to the wheel 111W in amanner that may decrease/minimize the amount of weight added to thewheel assembly 111 and to effect balancing of the wheel assembly 111.To determine the high point 190 of the tire 111T, the tire 111T ismounted to a temporary wheel 111TW (FIG. 33 , Block 2000) having a known(i.e., controlled/calibrated) diameter. The temporary wheel 111TW isalso balanced so that rotation of the temporary wheel 111TW, with thetire 111T mounted thereto, does not influence the determination of thehigh point 1900 of the tire. The location of the high point of the tire111T is determined (FIG. 33 , Block 2010) as described below. Thedetermination of the high point 1900 location on the tire 111T may beeffected off of the vehicle by any of the tire balancers 129M describedherein (such as where the tire balancers are stand-alone units); whilein other aspects, the temporary wheel 111TW may be mounted to thevehicle 110 and the at least one robotic arm 126 may position the tirebalancer 129M for determining the high point 1900 of the tire in situthe vehicle 110. The drive roller 300 and road force roller 305 of thetire balancer 129M engage the tire 111T, the tire 111T is spun, and theradial runout is measured using any suitable sensors, such as thosedescribed herein. The location of the tire 111T having the greatestrunout (e.g., the greatest distance from a center TWC of the temporarywheel 111TW) is determined by the controller 129CNT to be the high point1900 of the tire. The high point 1900 is marked (FIG. 33 , Block 2020)on the tire (e.g., with a sticker, marker, or in any other suitablemanner) and the tire 111T is removed from the temporary wheel 111TW.The low point 1901 of the wheel 111W may be determined with the wheel111W in situ the vehicle 110 or with the wheel 111W removed from thevehicle 110. To determine the low point 1901 of the wheel 111W, the oldtire (if replacing a tire) is removed from the wheel 111W (FIG. 33 ,Block 2030). Here, a low point determining apparatus 1950 is employed todetermine the low point of the wheel 111W (FIG. 33 , Block 2040). Thelow point determining apparatus 1950 may be substantially similar to thetire balancer 129M. The low point determining apparatus 1950 may becoupled to and carried by the at least one robot arm 126 or the lowpoint determining apparatus 1950 may be a stand-alone unit. The lowpoint determining apparatus 1950 includes a drive roller 300 (driven bydrive motor DM) and a secondary roller 300S (such as the road forceroller 305 or idle (non-driven) roller 300D). The drive roller 300 andsecondary roller 300S are moveably coupled to the frame 310 in anysuitable manner so as to be biased against the wheel 111W with the wheel111W and low point determining apparatus 1950 positioned relative toeach other for determining the low point of the wheel 111W. The lowpoint determining apparatus 1920 includes one or more deflection sensors1970 for determining the deflection of one or more of the drive roller300 and secondary roller 300S relative to, for example, the frame 310with the wheel rotating. The deflection sensor(s) 1970 send signals, tothe controller 129CNT, that embody an amount of deflection of the one ormore of the drive roller 300 and secondary roller 300S, where thecontroller 129CNT is configured to determine the low point 1901 (e.g.,the point on the wheel 111W with the smallest distance DLW from a centerWWC of the wheel 111W) of the wheel 111W based on the deflection datafrom the deflection sensor(s) 1970. The low point 1901 of the wheel 111Wmay be marked (FIG. 33 , Block 2050) in any suitable manner, such aswith a sticker, marker, etc.The determination of the low point 1901 and high point 1900 may bedetermined substantially simultaneously or one before the other. Withthe high point 1900 and low point 1901 determined the tire 111T ismounted to the wheel 111W (FIG. 33 , Block 2060) in any suitable manner(such as automatically with the tire mount/dismount tool 129E (opticalsensors may be employed by the tool 129E to align the high and lowpoints) or manually) so that the low point 1901 and high point 1900 arealigned with each other as illustrated in FIG. 32B. The wheel assembly111 is balanced (FIG. 33 , Block 2070) in the manner described herein,where the balancing is effected by any one of the tire balancers 129Mdescribed herein.Referring to FIGS. 34 and 35 , aspects of the above-described tirebalancers 129M1-129M7 (generally illustrated as tire balancers 129MS,one or more of which may include the portion of the tire balancer 129M8)may be employed with floor mounted roller systems, where two or morewheels of the vehicle 110 are disposed on the roller systems so that twoor more of the wheel assemblies 111 of the vehicle 110 are substantiallysimultaneously balanced under simulated real-world conditions. Forexample, the tire changing system 100A (see also tire changing system100 in FIGS. 1A and 1B) includes floor mounted roller assemblies 2200(one for each wheel assembly 111 of the vehicle 110). Each rollerassembly 2200 includes a drive roller 300 and a road force roller 305 ina manner similar to that described herein. The roller assemblies 2200corresponding to an axle(s) (e.g., front and/or rear) of the vehicle 110may be mounted on a slide 2100 so that the distance 2199 between theroller assemblies 2200 corresponding to the different axle(s) of thevehicle 110 may be adjusted according to a wheel base WLBS of thevehicle 110 (FIG. 36 , Block 2300). The slide 2100 may be coupled to anddriven by any suitable motor SLM under control of the controller 129CNTto effect adjustment of the distance 2199 depending on the vehicle 110wheelbase WLBS. The vehicle 110 is driven onto the roller assemblies2200 (FIG. 36 , Block 2310) and a remote/wireless sensing device (e.g.,one of the remote motion detection module 320 (either employing thepassive fiducials 922A-922C or the motion sensors 322A-322C) and thewheel weights 1701) are affixed to each wheel 111W (FIG. 36 , Block2320). The drive rollers 300 of each roller assembly 2200 drive/spin therespective wheel assembly 111 (FIG. 36 , Block 2330) to replicateactual/real-world driving conditions (e.g., travel of the vehicle 110along a roadway) and so that two or more of the wheel assemblies aresubstantially simultaneously assessed for imbalance. Each of the rollerassemblies 2200 includes receivers for receiving sensor data from theremote motion detection modules 320 and/or wheel weights 1701; or, inother aspects, the sensor data from the remote motion detection modules320 and/or wheel weights 1701 is sent to and received by the controller129CNT. The controller 129CNT is configured to determine the amount ofwheel weight and location of the wheel weight for each wheel assembly111 (FIG. 36 , Block 2340) based on the respective sensor data from therespective remote motion detection module 320 in the manner(s) describedherein. The wheel weight(s) 3188 (see, e.g., FIGS. 44A and 56 ) or wheelweights 1701 are applied to and/or relocated on the respective wheels111W (FIG. 36 , Block 2350) to effect balancing of each wheel assembly111 in the manner(s) described herein.Still referring to FIG. 35 , the tire changing system 100A includes atire exchange cabinet 2370 adjacent each roller assembly 2200. Each tireexchange cabinet includes any suitable tire exchange robot 2220 (such astire changing bot 120 described herein). The tire exchange cabinet 2370includes a tire exchange position/location 2380 that is accessiblethrough a door 2381 at which tire exchange position a human operatorexchanges old and new tires with the respective tire exchange robot2220. For example, the vehicle 110 is driven onto the roller assemblies2200 (FIG. 36 , Block 2310). The lift 170 raises the vehicle 110 (FIG.36 , Block 2360) and the old tire 111T is removed from the wheel 111W bythe tire exchange robot 2220 (FIG. 36 , Block 2370), where the wheel111W remains in situ the vehicle 110. The tire exchange robot 2220places the old wheel at the tire exchange position 2380. The humanoperator opens the door 2381, removes the old tire from the tireexchange position, places a new tire at the tire exchange position 2380,and closes the door 2381. The tire exchange robot 2220 picks the newtire from the tire exchange position 2380 and mounts the new tire to thewheel 111W (FIG. 36 , Block 2380). The vehicle 110 is lowered (FIG. 36 ,Block 2390) onto the roller assemblies 2200 and the wheel assemblies 111are balanced in the manner(s) described herein.While the tire changing system 100A was described employing the remotesensing devices, in other aspects, any of the tire balancers describedherein may be employed in the tire changing system 100A. It is alsonoted that the tire changing system 100A may facilitate balancing tiresof an all-wheel-drive vehicle under simulated real-world drivingconditions as all four wheels are driven at the same time.Referring now to FIG. 37 , the tire balancers described herein(generally referred to as tire balancer 129M) may include a belt typeroad force tire driving mechanism 2400. For example, the pulleys 2410,2411 are mounted to the frame 310 in any suitable manner. Pulley 2410 isa drive pulley that is driven in rotation by any suitable drive motorDM. The pulley 2411 is an idler or driven pulley. An endless/conveyorbelt 2420 is wrapped around the pulleys 2410 and is driven around thepulleys by the driven rotation of the pulley 2410. The endless belt 2420engages the pulleys 2410, 2411 in any suitable manner, such as with atoothed engagement so that slippage between the endless belt 2420 andthe pulleys 2410, 2411 is minimized or substantially eliminated. Anysuitable force sensor 2460 (such as a strain gauge) is coupled to shaftof the pulley 2411 (or the mount between the pulley 2411 and the frame310) so that the force sensor 2460 measures, e.g., strain, on the pulleyshaft or mount with the belt 2420 deflected under loading of the wheelassembly. Here, the deflection of the belt 2420 (and the tension causedby the deflection) exerts a force FRC on the force sensor 2460.The amount of deflection 2499 of the belt 2420 changes as the wheelassembly 111 rotates due to the high and low points of radial runout ofthe wheel assembly (e.g., highest deflection/force as determined by theforce sensor 2460 indicates a wheel assembly high point and a lowestdeflection/force as determined by the force sensor 2460 indicates awheel assembly low point). The controller 129CNT is configured todetermine the high and low points of the wheel assembly 111 based on thesensor signals from the force sensor 2460. The angular positions of thehigh and low points relative to the wheel assembly 111 (i.e., wherealong the perimeter of the wheel assembly 111 the high and low pointsare located) may be determined by correlating, with the controller129CNT, a rotation position of drive roller 2410 (as determined by anysuitable encoders/sensors and/or stain gauge data) with the rotationalangle of the wheel assembly 111 with the tire 11T engaged with (e.g., insubstantial contact with) the belt 2460.Referring also to FIGS. 38A and 38B, it is noted that the belt type roadforce tire driving mechanism 2400 for each of the tire balancers 129MS(see, e.g., FIGS. 1A, 1B, and 35 ) may be coupled so as to be drivensubstantially simultaneously by a common motor CDM. Driving the (e.g.,four) tire balancers 129M with a common drive motor CDM provides forsubstantial simultaneously balancing the four tire assemblies of anall-wheel-drive vehicle. For example, the drive pulleys 2410 of the tirebalancers 129M corresponding to the front and/or rear wheels of avehicle are coupled by a drive shaft 2510, 2511 so that the common drivemotor CDM drives the tire balancers 129M corresponding to both frontwheels or both rear wheels. A drive system 2560 (e.g., belt and pulley,chain and sprocket, or other suitable drive system) couples the drivepulleys 2410 of the tire balancers 129M corresponding to the frontwheels of the vehicle with the drive pulleys 2410 of the tire balancers129M corresponding to the rear wheels of the vehicle. Here, the drivesystems 2560 couples the four drive pulleys 2410 to the common drivemotor CDM so that the common drive motor CDM simultaneously drives thebelts 2420 of the four tire balancers 129M at substantially the samerate.Referring to FIGS. 39A-39C a tire balancer 129M9 will be described. Thetire balancer 129M9 includes a frame 2605, at least one tension member2620, and at least one force gauge 2610. The frame 2605 has any suitableshape (e.g., a channel shape, a U shape, etc.) and/or include anysuitable features (e.g., stanchions, rails, etc.) such that one end ofthe at least one tension member 2620 is coupled substantially directlyto the frame 2605 at or adjacent one end the frame 2605 and the otherend of the at least one tension member is coupled to the frame 2605 bythe at least one force gauge 2610 at or adjacent the other end of theframe 2605.The at least one tension member 2620 is any suitable tension memberconfigured to engage the tire 111T. For example, the at least onetension member 2620 may be one or more of a belt, cable, thin strand orwire, chain, etc. The at least one tension member 2620 includesanti-friction properties (e.g., rollers, coatings, surface finish, etc.)that provide for slipping of the tire 111T across or along the at leastone tension member 2620 substantially without spinning of the tire 111T(e.g., about the wheel hub of the vehicle 110) generatingpulling/pushing forces along a length of the at least one tension member2620. While five tension members 2620 are illustrated in FIG. 39A, inother aspects there may be more or less than five tension members 2620.The at least one force gauge 2610 is communicably coupled to thecontroller 129CNT (e.g., by a wired or wireless connection/protocol WCP)so as to transmit signals to the controller 129CNT that embody forcedetected by the at least one force gauge 2610. The at least one forcegauge 2610 is any suitable force gauge such as a strain gauge, cabletension transducer, or any other suitable load cell configured todetect/measure changes in tension of the at least one tension member2620. Here, a force gauge 2610 is provided for each of the tensionmembers 2620; however in other aspects one force gauge 2610 may becoupled to more than one tension member 2620.In one aspect the frame 2605 includes an end effector mount 129MMconfigured to couple the tire balancer 129M9 to the robotic arm 126;while in other aspects, the frame 2605 is coupled to a linear slide2650, while in still other aspects, the frame 2605 may be stationarilyfixed to a floor (e.g., such as of any tire changing station describedherein). With the tire balancer 129M9 coupled to the robotic arm 126,the robotic arm 126 positions the tire balancer 129M9 relative to thewheel assembly so that the tire seats against the at least one tensionmember 2620 so as to register any suitable predetermined tension/forceon the at least one force gauge 2610 (e.g., preload the at least onetension member 2620 with the wheel assembly 111). The wheel assembly 111is rotated/spun relative to the at least one tension member 2620 (suchas by any suitable drive roller such as those describe herein, and whichdrive roller may be mounted to the frame 2605, or in any suitablemanner) so that as the wheel rotates/spins about the wheel hub of thevehicle 110 and relative to the at least one tension member 2620 highand low points of the wheel assembly and/or imbalance of the wheelassembly causes deflection (e.g., a change in tension as detected by theat least one force gauge 2610) of the at least one tension member 2620.The at least one force gauge 2610 sends tension detection signals to thecontroller 129CNT where the controller is configured to determine alocation where on the tire the high points, low points, and imbalanceexist. It is noted that the location of the tire the high points, lowpoints, and imbalance exist may be timed with the force gauge 2610signals via sensors/encoders located on the drive roller 300 (and/or thedrive roller drive) such that the controller 129CNT employs the sensorssignals from the drive roller 300 and the force gauge 2610 to determinethe location of and amount of imbalance, etc. of the wheel assembly 111.The wheel assembly 111 may be rotated relative to the tension members2620 by one or more of holding the frame 2605 stationary androtating/spinning the wheel assembly 111 about the wheel hub of thevehicle 110 (e.g., with drive roller 300 or in any suitable manner) indirection 2678 against the tension members 2620 and by moving the frame2605 in direction 2677 so that the tension members 2620 at least in partcause (e.g., alone or in conjunction with the drive roller 300) rotationof the wheel assembly 111 in direction 2678.Where the frame 2605 is moved to, the robot arm 126 or linear slide 2650may move the frame 2605 in direction 2677 so that the tension members2620, in substantial contact with/preloaded by the tire 111T, cause thetire to rotate in direction 2678. The frame 2605 and the at least onetension member 2620 have any suitable length 2666 so that as the frame2605 is moved in direction 2677 the at least one tension member 2620 hasa length sufficient to cause at least one full rotation of the wheelassembly 111 about an axis of rotation (such as the wheel hub of vehicle110) of the wheel assembly 111.Where the frame 2605 remains stationary, and the wheel assembly 111 isrotated in direction 2678 the at least one tension member 2620 mayinclude any suitable friction reducing/anti-friction properties such asthose described above. As a further example, the at least one tensionmember 2620 may have a hollow core and surface perforations throughwhich lubricant (e.g., water or other friction reducing fluid) is flowed(e.g., pumped) to reduce friction between the at least one tensionmember 2620 and the tire 111T. In other aspects, rollers 2698 may becoupled to the at least one tension member 2620 (see FIG. 39C) where theroller has a non-rotating portion 2697 (e.g., coupled to the at leastone tension member 2620) and a roller portion 2699 rotatably coupled tothe non-rotating portion 2697. The tire 111T contacts the roller portion2699 with the wheel assembly 111 engaged with the at least one tensionmember 2620. In still other aspects, such as where the at least onetension member 2620 is a chain (see FIG. 39D), the chain rollers 2691may have a diameter such that the rollers 2691 protrude above the chainlinks so that the rollers contact the tire 111T to reduce frictionbetween the at least one tension member 2620 and the tire 111T.Still referring to FIG. 39B, where the frame 2605 is fixed in place,such as to a floor of a tire changing system (such as those describedherein), the vehicle 110 may be driven onto the at least one tensionmember 2620. The wheel assembly 111 is rotated relative to the at leastone tension member 2620 by the drive roller 300 or in any other suitablemanner. Here, the drive roller 300 (and road force roller 305) may bemoved in direction 2636 to contact the tire 111T such that the tire 111Tremains in contact with the at least one tension member 2620 to maintainthe predetermined tension on the at least one force gauge 2610; while inother aspects the at least one tension member 2620 is positionedrelative to vertically stationary drive and road force rollers 300, 305such that as the vehicle 110 drives onto the drive and road forcerollers 300, 305 the tire 111T deflects the at least one tension member2620 to effect the predetermined tension on the at least one force gauge2610 with the wheel assembly 111 being supported by the drive and roadforce rollers 300, 305; while in still other aspects, the at least onetension member 2620 provides the road force (e.g., in lieu of the roadforce roller 305) such that the wheel assembly 111 (and vehicle 110) issupported by the at least one tension member 2620 and drive roller 300.Friction between the tire 111T and the at least one tension member 2620may be reduced in the manner described above.Referring to FIGS. 40A-40C a tire balancer 129M10 will be described. Thetire balancer 129M10 may be referred to as an orbital scanning balancerthat electromagnetically or sonically scans the wheel assembly 111 (or aportion thereof, e.g., the tire 111 and/or wheel 111W) to detectanomalies of/in the wheel assembly 111 (e.g., slipped belting of thetire, foreign objects lodged in the tire, defective tire pressuremonitoring system sensors, damaged wheels, etc.). Balancing of the wheelassembly may also be effected with any suitable image analysisprogrammed into the controller 129CNT, where the images/video capturedby the sonic and/or electromagnetic sensor is analyzed to determineradial and/or lateral runout of the tire assembly 111.In a manner similar to that described above, the tire balancer 129M10may be incorporated into either one of tire changing systems 100, 100A.For example, the tire balancer 129M10 includes a frame 310 that includesthe drive roller 300 (or in other aspects, a belt as described withrespect to FIGS. 37 and 38A-38B) in a manner similar to that describedabove. A road force roller 305 may also be provided on the frame toeffect road force balancing of the wheel assembly 111 (supplemental tobalancing of the wheel assembly 111 with the orbital scanning).One or more electromagnetic and/or sonic sensors 2710 is coupled to,integral to, or otherwise mounted on the frame 310 in any suitablemanner so that the frame and one or more electromagnetic and/or sonicsensors 2710 are carried by the robotic arm 126 via the end effectormount 129MM; or in other aspects, the one or more electromagnetic and/orsonic sensors 2710 are fixed at predetermined positions within the tirechanging system 100, 100A; or in still other aspects the one or moreelectromagnetic and/or sonic sensors 2710 are carried by the robotic arm126 via the end effector mount 129MM so as to move relative to astationary the frame 310 and the wheel assembly 111. The one or moreelectromagnetic and/or sonic sensors 2710 include, but are not limitedto, one or more of an ultrasonic sensor/transducer, an X-ray scanner, acomputerized tomography scanner, three-dimensional millimeter waveimaging scanner, a three-dimensional imager, or any other suitablesensor configured to effect anomaly detection and balancing of the wheelassembly 111. For example, anomalies may include increased or decreasedthickness of tire walls/tread (e.g., compared to other areas of the tirewall/tread), increased or decreased tire belt density, wheelchips/gouges, etc. With the controller 129CNT being programmed withmaterial properties of the tire 111T and wheel 111W, and with the size(e.g., volume) and location of the anomaly determined from the orbitalscanning, the controller 129CNT is configured to determine a mass (e.g.,a missing mass/void or an increase in mass) of the anomaly. Based on amissing mass, the controller 129CNT may indicate placement of a wheelweight 3188 (see, e.g., FIGS. 44A and 56 ) having substantially the samemass as the missing mass to be placed on the wheel 111W at or adjacentthe location of the missing mass. Based on an increased in mass, thecontroller 129CNT may indicate placement of a wheel weight 3188 havingsubstantially the same mass as the increased mass to be placed on thewheel 111W at a location opposite the location of the increased mass.Wobble of the wheel assembly 111 (e.g., in the Z direction) may bedetermined by the controller 129CNT based on the three-dimensionaldistance sensing inherent to the one or more electromagnetic and/orsonic sensors 2710.As described above, in some aspects, the frame 310 includes an endeffector mount 129MM that couples the tire balancer 129M10 to therobotic arm 126 so that the robotic arm 126 positions the tire balancer129M10 relative to the wheel assembly 111, with the wheel assembly insitu the vehicle 110, in a manner similar to that described herein;while in other aspects, the frame 310 of the tire balancer 129M10 isstationarily mounted as part of the tire changing system 100 (see FIG.1B, where the frame 310 and drive roller 300 of tire balancer 129M10 isgenerally illustrated as tire balancer 129MS) with the one or moreelectromagnetic and/or sonic sensors 2710 being carried by the roboticarm 126; while in still other aspects, both the frame 310 and one ormore electromagnetic and/or sonic sensors 2710 are stationarily mountedas part of the tire changing system 100A (see FIG. 35 ).In operation, the tire balancer 129M10 is positioned relative to wheelassembly 111 or vice versa (FIG. 41 , Block 2800). Positioning the wheelassembly 111 relative to the tire balancer 129M10 includes positioningone or more electromagnetic and/or sonic sensors 2710 relative to thewheel assembly 111, or vice versa, to image the wheel assembly 111substantially in its entirety (such as where a field of view of thesensor is configured to image the entire wheel assembly 111 or where theone or more electromagnetic and/or sonic sensors 2710 includes a sensorarray 2710RA having a combined field of view for imaging the entirewheel assembly 111); or positioning the wheel assembly 111 relative tothe tire balancer 129M10 includes positioning one or moreelectromagnetic and/or sonic sensors 2710 relative to the wheel assembly111, or vice versa, to image at least a portion thereof (which with thetire spun about the wheel hub each portion of the wheel assembly 111 issequentially imaged by the one or more electromagnetic and/or sonicsensors 2710 to capture a composite image of the wheel assembly 111 inits entirety). In some aspects, for example, the robotic arm 126, withthe tire balancer 129M10 coupled thereto, positions the tire balancer129M10 relative to the wheel assembly 111. In other aspects, the roboticarm 126, with the one or more electromagnetic and/or sonic sensors 2710coupled thereto, positions the one or more electromagnetic and/or sonicsensors 2710 relative to the wheel assembly 111. In other aspects, thevehicle 110 is driven into the tire changing system 100A to position thewheel assembly 111 relative to the one or more electromagnetic and/orsonic sensors 2710 of the tire balancer 129M10. Where more than one ofthe one or more electromagnetic and/or sonic sensors 2710 are employed,the electromagnetic and/or sonic sensors 2710 may be positioned relativeto the wheel assembly 111 in a manner substantially similar to thatillustrated in FIGS. 26A-26C with respect to the sensors 1310, 1320,1321 or in any other suitable sensor array 2710RA.The controller 129CNT effects with the one or more electromagneticand/or sonic sensor 2710 the scanning of the wheel assembly 111, thewheel 111W, and/or the tire 111T (FIG. 41 , Block 2810). It is notedthat the vehicle 110 is positioned on the lift 170 so that the wheelassembly 111 is unloaded as the one or more electromagnetic and/or sonicsensors 2710 scan the wheel assembly 111 so that wheel loading does notaffect orbital scanning and anomaly detection. The controller 129CNTincludes any suitable non-transitory image analysis algorithms so thatthe controller 129CNT is configured to detect one or more of theabove-noted anomalies through analysis of the scanned images of thewheel assembly 111, the wheel 111W, and/or the tire 111T. An exemplaryscanned image 2770 of the tire 111T is provided in FIG. 40B while anexemplary scanned image 2780 of the wheel 111W is provided in FIG. 40C.Anomaly detection may be effected with the wheel assembly 111rotationally fixed.Where the wheel assembly 111 is rotated to effect scanning of the wheelassembly 111 in its entirety (such as where only a portion of the wheelassembly is in a field of view of the one or more electromagnetic and/orsonic sensors 2710), the frame 310 includes any suitable lift drive LM(e.g., jack screw, air bag, linear actuator, etc.) that raises andlowers the drive roller 300 to selectively engage and rotate the tire111T so that different portions of the wheel assembly 111 are presentedin the field of view of one or more electromagnetic and/or sonic sensors2710 and/or in contact with a sonic sensor/transducer of the one or moreelectromagnetic and/or sonic sensors 2710. The drive roller 300 isdisengaged from the tire 111T by the lift drive LM for scanning of thewheel assembly with the one or more electromagnetic and/or sonic sensors2710. It is noted that the different images may be stitched together inany suitable manner, such as by rotating the tire by an amount that isless than an area of the sensor field of view (e.g., so that differentimages include common features used to match/stich the different imageswith each other). To rotate the wheel assembly 111 the controller 129CNTactuates the drive motor DM (and the drive roller 300 driven thereby) toeffect rotation of the wheel assembly 111 (FIG. 41 , Block 2820).As noted above, in some aspects the wheel is rotated to and/or thesensors are moved (such as by the robotic arm 126) determine anomaliespresent in the wheel assembly 111 (FIG. 41 , Block 2820); while in otheraspects the anomalies are detected with the wheel rotationallystationary. The controller determines the amount and location of weightsto be affixed to the wheel assembly 111 (FIG. 41 , Block 2830) in themanner described above where a mass of the anomaly or anomalies is/aredetermined and an amount and location of the wheel weights 3188 (see,e.g., FIGS. 44A and 56 ) is/are selected based on the anomalymass/location determinations. The wheel weight(s) 3188 are applied tothe wheel 111W (FIG. 41 , Block 2840) through automation or manually.As noted above, a supplemental dynamic and/or road force balance of thewheel assembly may be performed to verify the balancing of the wheelassembly obtained with the orbital scanning. For example, in a mannersimilar to that described above, the wheel assembly 111 is rotated withthe wheel weights 3188 (as determined by the orbital scanning) attachedwhere the electromagnetic and/or sonic sensor 2710 scans the rotatingwheel assembly 111 to obtain a baseline image/video (noting that thescanning is a three-dimensional scanning that provides for accelerationdetections in both the lateral and radial runout directions)corresponding to a baseline runout (radial and/or lateral). Where thebaseline runout is out of tolerance the wheel assembly 111 may bescanned again (FIG. 41 , Block 2810) to verify/modify balance of thewheel assembly 111 and/or the balance of the wheel assembly 111 may bemodified by rotating (e.g., by the drive roller 300 engaged or notengaged to road force roller 305) the wheel assembly for a dynamicbalance and/or road force balance in a manner similar to those describedherein.Referring to FIGS. 50A-50C, a tire balancer 129M11 will be described.The tire balancer 129M11 may be referred to as a probe balancer andincludes a touch probe 3710 that includes an end effector mount 129MMfor coupling the touch probe 3710 to the robotic arm 126 or any othersuitable actuator configured to move the touch probe 370 relative to thewheel assembly 111 for determining a contour of the wheel assembly 111.The touch probe 3710 is shaped and sized so that (and the actuatorincludes a suitable number of degrees of freedom and is sized to effect)the touch probe 3710 may be moved around and/or between the vehiclesuspension components 500 (inclusive of brakes, rotors, etc., i.e., withthe vehicle 110 lifted off of the ground by the lift 170 and the vehiclesuspension components 500 fully relaxed/drooped down) for contacting thewheel 111W and tire 111 as described herein.The touch probe 3710 includes an array of tactile pins 3700 where eachpin 3700P in the array of tactile pins 3700 is movably coupled to ahousing 3710F of the touch probe 3710. Each pin 3700P is biased by arespective resilient member 3720 so that the pin 3700P protrudes fromthe housing 3710F by a predetermined distance 3721. The touch probe 3710includes sensors 3730 that detect an amount of movement of the pins3700P (e.g., relative to the predetermined distance or an amount the pinmoves into the housing 3410F), such as with the pins 3700P pressedagainst an object. Each pin 3700P is movable into and out of the housing3710F independent of each other pin 3700P so that with the pins 3700Ppressed against the object a surface contour of the object is determinedfrom sensors 3730 detecting the amount of movement of each pin 3700Prelative to each other pin 3700P.In operation, the touch probe 3710 is moved relative to the wheelassembly 111 (which is held stationary) so that the array of tactilepins 3700 of the touch probe 3710 are pressed into contact with thewheel assembly 111. As each pin 3700P is moved into the housing 3710F bythe contact between the pins 3700P and the wheel assembly 111, thesensors 3730 register/detect an amount of movement of the pins 3700P andcommunicate the sensor data embodying the amounts of movement to thecontroller 129CNT. The touch probe 3710 is moved to different locationsof the wheel assembly 111, contacting the wheel assembly 111, so that asurface contour data of at least a portion of the wheel assembly isobtained and communicated to the controller 129CNT. A distance betweenthe housing 3710F of touch probe 3710 and the wheel assembly 111 withthe pins 3700P in contact with the wheel assembly may be maintained atany suitable distance (e.g., as determined by any suitable proximitysensor 3740 including but not limited to optical and sonic proximitysensors) so that as the touch probe 3710 is moved to contact differentportions of the wheel assembly 111, the distance the pins 3700P aremoved relative to the housing 3710F at one portion of the wheel assembly111 are correlated to the distance the pins 3700P are moved relative tothe housing 3710F at each other portion of the wheel assembly 111.The controller 129CNT is configured to combine the surface contour datafrom the sensors 3730 in any suitable manner (e.g., such as bycorrelating movement of the robotic arm 126 with the sensor data and/orby matching detected surface features where there is overlap between thedifferent portions of the wheel assembly 111 contacted by the touchprobe 3710). The controller 129CNT, based on the combined surfacecontour data, is configured to generate a three-dimensional model 111VM(see FIG. 42C) of at least a portion of the wheel assembly 111 fordetermining one or more of high and low points of the wheel 111W, tire111T and runout of the wheel assembly in the radial R and axial Zdirections. The controller 129CNT includes any suitable image processingprogramming configured to analyze the three-dimensional model of thewheel assembly 111 to effect determination of the one or more of highand low points of the wheel 111W, tire 111T and runout of the wheelassembly in the radial R and axial Z directions.An amount of weight and a position of the weight may be determined bythe controller 129CNT based on the determination of the one or more ofhigh and low points of the wheel 111W, tire 111T and runout of the wheelassembly in the radial R and axial Z directions. For example, thecontroller 129CNT includes an empirically derived table EDT thatcorrelates amounts of weights and positions of those weights on thewheel assembly 111 to the determined one or more of the high and lowpoints of the wheel 111W, the high and low points of the tire 111T, andrunout of the wheel assembly in the radial R and axial Z directions.There may be an empirically derived table EDT for each different tire111T and wheel 111W combinations such that based on the determined oneor more of the high and low points of the wheel 111W, the high and lowpoints of the tire 111T, and runout of the wheel assembly in the radialR and axial Z directions and the tire/wheel combination the controller129CNT searches the empirically derived tables EDT to determine from thecorresponding empirically derived table EDT the amount and position ofthe weights to be affixed to the wheel assembly 111. In other aspects,the amount and position of the weights to be affixed to the wheelassembly 111 may be determined in any suitable manner such asanalytically as a function of the determined one or more of the high andlow points of the wheel 111W, the high and low points of the tire 111T,and runout of the wheel assembly in the radial R and axial Z directionsor a wheel assembly weight distribution (e.g., as determined by thedetermined one or more of the high and low points of the wheel 111W, thehigh and low points of the tire 111T, and runout of the wheel assemblyin the radial R and axial Z directions knowing the material propertiesand sizes of the tire and wheel).Referring to FIGS. 42A-42C one or more of the tire balancers describedherein (inclusive of the robotic arm mounted tire balancers, generally129M, 129MS, and the stand alone tire balancers, generally 183) mayinclude a scanning system that models the wheel assembly 111 in threedimensions so that the high and low points of the wheel assembly 111 (ora portion thereof, e.g., the wheel 111W and/or tire 111T) are determinedfrom the three-dimensional model of the wheel assembly 111 (or theportion thereof). The generation of three dimensional model of the wheelassembly 111 is effected with the wheel assembly 111 located in situ(i.e., installed on) the vehicle. For example, a scanner 2910 may bemovably mounted to the frame 310 (e.g., via any suitable actuators orrobotic arms) so that the scanner 2910 may be automatically driven/movedin one or more directions/degrees of freedom, e.g., under control of thecontroller 129CNT, to scan one or more of both lateral sides of thewheel assembly 111 and the tread of the tire 111T, one lateral side ofthe wheel assembly 111 and the tread, one later side of the wheelassembly 111, the tread of the tire 111T, and both lateral sides of thewheel assembly 111. While scanner 2910 is illustrated in the FIG. 42A asbeing movably mounted to the frame 310, in other aspects, as describedherein, the scanner 2910 may be mounted to the robotic arm 126 (in amanner similar to that described herein with respect to FIGS. 50A-50C)and/or or provided in a scanner array 2910RA (e.g., with more than onescanner 2910 positioned in a manner similar to that illustrated in FIGS.26A-26C or in any other suitable arrangement) for substantiallysimultaneous scanning of the lateral sides and tread of the wheelassembly 111.The scanner 2910 is an optical scanner such as a blue lightthree-dimensional scanner, a structure light scanner, or any othersuitable three-dimensional scanner/distance sensor. The scanner 2910 hasa field of view FOV29 that extends over at least a portion of the wheelassembly 111. In one aspect the field of view FOV29 is shaped and sizedso as to image at least an entire lateral side of the wheel assembly 111with the wheel assembly remaining rotationally fixed (i.e., the wheeldoes not rotate); while in other aspects, the field of view FOV29 isshaped and sized so as to image a portion of the side wall such thatwith the wheel rotated the scanner 2910 captures images of differentportions of the at least the lateral side of the wheel 111 where thedifferent images of the different portions of the lateral side wall arestitched together in any suitable manner (e.g., with any suitable imageanalysis algorithm of the controller 129CNT, to form an image of atleast the entire lateral side of the wheel 111. Where a scanner array2910RA is provided, each scanner in the scanner array 2910RA is similarto scanner 2910. Each scanner in the scanner array 2910RA includes arespective field of view (which may overlap a field of view of at leastone other scanner) where the respective fields of view provide imagesthat are stitched together in a manner similar to that described hereinto form the three-dimensional model of the wheel assembly 111.To effect stitching of the different images, any suitable targets 2999are randomly affixed to the wheel assembly 111 and the controller 129CNTis configured to align the different images to each other employing thedetected targets 2999 as markers for aligning the different images witheach other. The random placement of the targets 2999 forms, in effect, aunique arrangement of targets that are matched between the differentimages using the image processing software to form a compositeimage/model (e.g., the three-dimensional model 111VM of the wheelassembly 111). The targets 2999 are affixed to both lateral sides andthe tread of the wheel assembly 111 so that as the wheel assembly 2999is rotated and the scanner 2910 moves relative to the frame from onelateral side of the wheel assembly to the other lateral side of thewheel assembly, the entirety of the wheel assembly is scanned anddifferent images captured by the scanner are stitched together to formthe three-dimensional model 111VM of the wheel assembly 111. In otheraspects, such as where the scanner array 2910RA is provided, there maybe more than one scanner 2910 (e.g., a scanner on each side of the wheelassembly and one scanner adjacent the tread (e.g., in a manner similarto that illustrated in FIGS. 26A-26C) so that different images from thedifferent scanners are stitched together by the controller 129CNT toform the three-dimensional model 111VM of the wheel assembly 111.It is noted that the wheel assembly 111 may be rotated in any suitablemanner to effect scanning of the wheel assembly 111. For example, thedrive roller 300 may be provided to selectively engage the tire 111T forrotating the wheel assembly 111. As described herein, the frame 310includes the lift drive that moves the drive roller 300 into contactwith the tire 111T (e.g., to rotate the wheel assembly 111) and movesthe drive roller 300 away from the tire 111 (e.g., such as when thewheel assembly is scanned so that the wheel assembly is unloaded duringscanning). In other aspects, the scanner 2910 may be coupled to therobotic arm 126 so that the scanner 2910 moves relative to the wheelassembly 111 to effect scanning of the wheel assembly with or withoutrotation of the wheel assembly 111 (as described herein). With thescanner 2910 moved by the robotic arm 126, scanning of the wheelassembly 111 may be substantially continuous so that the threedimensional model 111VM is generated from the substantially continuousscan (e.g., stitching of images may be avoided).The three-dimensional model 111VM of the wheel assembly 111 may bedisplayed on any suitable user interface GUI29 of the tire changingsystem 100, 100A and the controller 129CNT may determine, with anysuitable image analysis, one or more of high and low points of the wheel111W, high and low points of the tire 111T, and runout of the wheelassembly in the radial R and axial Z directions based on thethree-dimensional model 111VM. In a manner similar to that describedherein, the amount of weight and a position of the weight may bedetermined by the controller 129CNT based on the determination of theone or more of high and low points of the wheel 111W, tire 111T andrunout of the wheel assembly in the radial R and axial Z directions. Forexample, the controller 129CNT includes an empirically derived table EDTthat correlates amounts of weights and positions of those weights on thewheel assembly 111 to the determined one or more of the high and lowpoints of the wheel 111W, the high and low points of the tire 111T, andrunout of the wheel assembly in the radial R and axial Z directions.There may be an empirically derived table EDT for each different tire111T and wheel 111W combinations such that based on the determined oneor more of the high and low points of the wheel 111W, the high and lowpoints of the tire 111T, and runout of the wheel assembly in the radialR and axial Z directions and the tire/wheel combination the controller129CNT searches the empirically derived tables EDT to determine from thecorresponding empirically derived table EDT the amount and position ofthe weights to be affixed to the wheel assembly 111. In other aspects,the amount and position of the weights to be affixed to the wheelassembly 111 may be determined in any suitable manner such asanalytically as a function of the determined one or more of the high andlow points of the wheel 111W, the high and low points of the tire 111T,and runout of the wheel assembly in the radial R and axial Z directionsor a wheel assembly weight distribution (e.g., as determined by thedetermined one or more of the high and low points of the wheel 111W, thehigh and low points of the tire 111T, and runout of the wheel assemblyin the radial R and axial Z directions knowing the material propertiesand sizes of the tire and wheel).Referring to FIGS. 43A-43B one or more of the tire balancers describedherein (inclusive of the robotic arm mounted tire balancers, generally129M, 129MS, and the stand alone tire balancers, generally 183) mayinclude a sonic scanning system 3000 that effects detection of one ormore of axial (e.g., along the Z direction) and radial (e.g., along theY and X directions) anomalies of the wheel assembly 111 (or any of thecomponents thereof). In this example, the tire balancer 183, 129M, 129MSincludes one or more ultrasonic sensors 3001-3003 (e.g., such as aphased array sensor or any other suitable sonic sensor) coupled to theframe 310, 183F in any suitable manner so that a least a portion of thewheel assembly 111 is within a field of view of the one or moreultrasonic sensors 3001-3003. For example, the ultrasonic sensors3001-3003 are positioned on the frame so that sensor 3001 detects a sideview of the tire and barrel/drum 111WB of the wheel 111W; sensor 3002detects a side view of the wheel hub 111WH and spokes/center disc 111WS;and sensor 3001 detects an end view of the tire 111T (e.g., the tiretread) and barrel 111WB. While three ultrasonic sensors 3001-3003 areillustrated in FIGS. 43A-43B, in other aspects, there may be more orless than three ultrasonic sensors positioned to detect any suitableportions of the wheel assembly 111. As may be realized, the wheelassembly 111 may be rotated by the drive roller 300 of tire balancer129M, 129MS or a suitable drive shaft 3099 of tire balancer 183 toeffect scanning of the wheel assembly 111 with the sonic scanning system3000The ultrasonic sensors 3001-3003 are coupled to the controller 129CNT inany suitable manner (e.g., a wired connection or a wireless connection).The controller 129CNT is configured to operate the ultrasonic sensors,in any suitable manner, to obtain three-dimensional images/models and/ortwo-dimensional images of the wheel assembly 111. The controller 129CNTincludes any suitable image analysis algorithms that effects detectionof anomalies in the wheel assembly 111 from the obtainedthree-dimensional images and/or two-dimensional images of the wheelassembly 111. As described herein, anomalies may include increased ordecreased thickness of tire walls/tread (e.g., compared to other areasof the tire wall/tread), increased or decreased tire belt density, wheelchips/gouges, etc. With the controller 129CNT being programmed withmaterial properties of the tire 111T and wheel 111W, and with the size(e.g., volume) and location of the anomaly determined from the orbitalscanning, the controller 129CNT is configured to determine a mass (e.g.,a missing mass/void or an increase in mass) of the anomaly. Based on amissing mass, the controller 129CNT may indicate placement of a wheelweight 3188 (see, e.g., FIGS. 44A and 56 ) having substantially the samemass as the missing mass to be placed on the wheel 111W at or adjacentthe location of the missing mass. Based on an increased in mass, thecontroller 129CNT may indicate placement of a wheel weight 3188 havingsubstantially the same mass as the increased mass to be placed on thewheel 111W at a location opposite the location of the increased mass.Wobble of the wheel assembly 111 (e.g., in the Z direction) may bedetermined by the controller 129CNT based on the three-dimensionaldistance sensing inherent to the ultrasonic sensors 3001-3003 (andultrasonic sensor 3004 described below).In other aspects, an ultrasonic sensor 3004 may be provided that isshaped and sized so as to have a field of view that is large enough toview an entirety of the wheel assembly 111 (e.g., view the entire tiresidewall and face of the wheel). Here, a complete three-dimensionalimage/model of the wheel assembly 111 may be generated by the controller129CNT, whereas three dimensional images/models of the wheel assemblymay only include the portions of the wheel assembly included in therespective fields of view of the ultrasonic sensors 3001-3003.Referring to FIGS. 51A and 51B tire balancer 129M12 is illustrated. Thetire balancer 129M12 provides for substantially simultaneousdetermination of tire imbalance for each wheel assembly 111 of afront-wheel drive, rear-wheel drive, or all-wheel drive vehicle. Thetire balancer 129M12 includes at least one continuous loop belt 3800that has a riding surface 3800S supported by more than one idler roller3810. The vehicle 110 is driven onto the riding surface 3800S such thatthe vehicle is supported by the continuous loop belt 3800. Thecontinuous loop belt is illustrated as a single belt in FIG. 43B onwhich all four wheel assemblies 111 (e.g., front wheel assemblies 111Fand rear wheel assemblies 111R) are supported; however, in otheraspects, there may be more than one continuous loop belt (such asillustrated in FIGS. 38A and 38B). Where more than one continuous loopbelt is provided, rotation of each continuous loop belt is coupled tothe rotation of each other continuous loop belt by any suitabletransmission/drive system (e.g., such as drive system 2560) so that eachcontinuous loop belt rotates substantially simultaneously with and atthe same rate as each other continuous loop belt.The continuous loop belt 3800 simulates a driving/riding surface onwhich the vehicle 110 travels where the vehicle moves under its ownpower. For example, the vehicle 110 is driven onto the continuous loopbelt, such as at or adjacent a tire changing system 100, 100A. Thevehicle 110 is secured to any suitable fixed location(s) of or adjacentthe tire changing system 100, 100A so that the vehicle 110 is heldstationary. For example, anchors 3888 are provided adjacent thecontinuous loop belt 3800 and the vehicle 110 is tethered to the anchors3888 in any suitable manner (in a similar manner a vehicle is tetheredto an automotive dynamometer) so that as power is applied to one or moreof the vehicle wheel assemblies 111R, 111F (e.g., by the vehiclemotor/engine), the wheels assemblies 111R, 111F cause the continuousloop belt 3800 to rotate about the rollers 3810. As may be realized, thedriving of the continuous loop belt 3800 (common to all wheel assemblies111R, 111F of the vehicle 111) by one or more wheel assemblies 111 r,111F causes non-powered wheels 111R, 111F to rotate at the same speed atsubstantially the same time, or where all wheel assemblies 111R, 111Fare powered the common continuous loop belt 3800 provides for all-wheeldrive vehicle operation. As may also be realized, resistance (e.g.,opposing the drive force of the wheel assemblies 111R, 111F) may beprovided to the continuous loop belt 3800 by one or more of the rollers3810 to simulate travel of the vehicle along a roadway.To determine/detect one or more of radial accelerations R of each wheelassembly 111 and axial accelerations Z (relative to the wheelhub/spindle to which the wheel assembly 111 is coupled) of each wheelassembly 111 the remote motion detection module 320 and/or the wheelweights 1701 may be affixed to each wheel assembly 111R, 111F in themanner described herein. The vehicle 110 is operated to provide motiveforce to at least one wheel assembly 111R, 111F to effect rotation ofall of the wheel assemblies 111R, 111F of the vehicle 110 supportedby/on the continuous loop belt 3800. Wheel balance metrics (e.g., one ormore of the radial runout and lateral runout) are obtained for eachwheel assembly 111R, 111F, as described herein, by the controller 129CNTfrom the inertial measurement units 1702 of the respective wheel weights1701 and/or from the sensors of the respective remote detection module320 applied/coupled to the respective wheel assembly 111R, 111F. Theamount of weight to be coupled to the respective wheel 111W and thelocation of weight to be coupled to the respective wheel are determinedby the controller 129CNT in any suitable manner (such as in a mannersimilar to that described herein with respect to FIGS. 16A-19 and 30A-31).In other aspects, the riding surface 3800S may be formed by, e.g., afacility floor, test track, etc. of known ride quality (e.g., knownflatness), where the known ride quality is configured such that with thevehicle travelling on and over the riding surface, effects of the ridingsurface on the wheel assemblies with respect to wheel accelerations inthe radial R and axial Z directions is negligible. Here, the vehicletravels along the riding surface with the remote motion detection module320 and/or the wheel weights 1701 may be affixed to each wheel assembly111R, 111F. Wheel balance metrics (e.g., one or more of the radialrunout and lateral runout) are obtained for each wheel assembly 111R,111F, as described herein, by the controller 129CNT from the inertialmeasurement units 1702 of the respective wheel weights 1701 and/or fromthe sensors of the respective remote detection module 320applied/coupled to the respective wheel assembly 111R, 111F. The amountof weight to be coupled to the respective wheel 111W and the location ofweight to be coupled to the respective wheel are determined by thecontroller 129CNT in any suitable manner (such as in a manner similar tothat described herein with respect to FIGS. 16A-19 and 30A-31 ).In still other aspects, deflection of the support surface 3800S betweenthe rollers 3810, e.g., forward and aft of each wheel assembly 111R,111F supported by the continuous loop belt 3800 may be employed todetermine the wheel balance metrics for balancing the wheels assemblies111R, 111F in a manner substantially similar to that described abovewith respect to FIGS. 37-38B. However, in this aspect the continuousloop belt is driven in rotation under motive force of the vehicle 110wheel assemblies rather than a drive motor DM driving the rollers (seeFIGS. 37-38B).Referring to FIGS. 55A and 55B tire balancer 129M15 is illustrated. Thetire balancer 129M15 provides for substantially simultaneousdetermination of tire imbalance for each wheel assembly 111 of afront-wheel drive, rear-wheel drive, or all-wheel drive vehicle. Thetire balancer 129M15 includes passive rollers 4200 and remote motiondetection module 320 (as described herein) and/or wheel weights 1701 (asdescribed herein). The passive rollers 4200 includes a passive roller4200FR, 4200FL, 4200RR, 4200RL each of which corresponds to and isconfigured to support a respective wheel assembly 111FR, 111FL, 111RR,111RR of the vehicle 110. The passive rollers 4200 are not driven by amotor so as to cause rotation of the respective wheel assembly 111,rather it is motive force from the wheel assembly (e.g., via the vehiclemotor/engine) that causes rotation of the passive roller 4200. In someaspects, the passive rollers 4200 may be configured to provide rollingresistance (e.g., against the motive force of the wheel assembly) to thedrive wheels of the vehicle 110.In a manner similar to that described herein with respect to FIG. 34 ,the rollers corresponding to the front and/or rear wheel assemblies ofthe vehicle 110 may be movable. For example, the passive rollers 4200corresponding to an axle(s) (e.g., front and/or rear) of the vehicle 110may be mounted on a slide 2100 so that the distance 4299 between thefront passive rollers 4200FR, 4200FL (corresponding to the front wheelassemblies 111FR, 111FL) and the rear passive rollers 4200RR, 420RLF(corresponding to the rear wheel assemblies 111RR, 111RL) may beadjusted (prior to driving the vehicle onto the passive rollers 4200)according to a wheel base WLBS of the vehicle 110. The slide 2100 may becoupled to and driven by any suitable motor SLM under control of thecontroller 129CNT to effect adjustment of the distance 4299 depending onthe vehicle 110 wheelbase WLBS.The passive rollers 4200FR, 4200FL, 4200RR, 4200RL may be selectivelycoupled to each other depending on a drive train configuration (e.g.,front-wheel drive, rear-wheel drive, all-wheel drive) of the vehicle 110so that substantially simultaneous balancing of the driven andnon-driven wheel assemblies is effected. For example, the tire balancer129M15 includes any suitable transmissions TRAN1-TRAN5 (e.g., shafts)and clutches/differentials CLU1-CLU3 that selectively couple one passiveroller to another passive roller. For example, the front passive rollers4200FR, 4200FL are coupled to each other by, for example, transmissionsTRAN1, TRAN2 and a differential CLU1 (such as a conventional automobiledifferential) that allows the passive rollers 4200FR, 4200FL to rotateat different speeds. The rear passive rollers 4200RR, 4200RL are coupledto each other by, for example, transmissions TRAN3, TRAN4 andifferential CLU3 (such as a conventional automobile differential) thatallows the passive rollers 4200RR, 4200RL to rotate at different speeds.Each differential CLU1, CLU3 is coupled to a respective portion TRAN5A,TRAN5B of transmission TRAN5. The portions TRAN5A, TRAN5B areselectively coupled to each other by clutch CLU2. Here, the passiverollers 4200 may be configured for an all-wheel drive by disengagingclutch CLU2 so that each wheel assembly 111 drivingly rotates arespective passive roller 4200. The passive rollers 4200 may beconfigured for a front or rear wheel drive vehicle by engaging clutchCLU2 so that, with for example a front-wheel drive vehicle, at least oneof the front passive rollers 4200FR, 4200FL drives rotation of both rearpassive rollers 4200RR, 4200RL; and with for example a rear-wheel drivevehicle, both of the front passive rollers 4200FR, 4200FL are driven byrotation of at least one rear passive roller 4200RR, 4200RL. To effectrotation of both front passive rollers by the at least one rear passiveroller, the differential CLU1 may include a clutch that selectivelylocks the differential (e.g., a locking differential) so that both thefront passive rollers are driven. Similarly, to effect rotation of bothrear passive rollers by the at least one front passive roller, thedifferential CLU3 may include a clutch that selectively locks thedifferential so that both the rear passive rollers are driven. Theselections of engaging/disengaging the clutch CLU2 andengaging/disengaging the clutch of the differentials CL1, CLU3 may bemade by an operator of the tire changing station, through the controller129CNT based on the vehicle 110 drive train. The controller 129CNT mayalso be programmed to engage/disengage the clutch CLU2 and lock/unlockthe differentials CLU1, CLU3 to accommodate any suitable all-wheel drivesystem including, but not limited to, asymmetric or symmetric all-wheeldrive.The passive rollers 4200 simulate a driving/riding surface on which thevehicle 110 travels where the vehicle moves under its own power. Forexample, as noted above, the passive rollers 4200 are configured asdrive on/off rollers/modules that may be integrated into a floor of atire changing system 100, 100A in a manner similar to that illustratedin FIG. 35 . The vehicle 110 is driven onto the passive rollers 4200,such as at or adjacent a tire changing system 100, 100A. The vehicle 110is secured to any suitable fixed location(s) of or adjacent the tirechanging system 100, 100A so that the vehicle 110 is held stationary.For example, anchors 3888 are provided adjacent the continuous loop belt3800 and the vehicle 110 is tethered to the anchors 3888 in any suitablemanner (in a similar manner a vehicle is tethered to an automotivedynamometer) so that as power is applied to one or more of the vehiclewheel assemblies 111FR, 111FL, 111RR, 111RL (e.g., by the vehiclemotor/engine), the wheel assemblies 111FR, 111FL, 111RR, 111RL cause therespective passive roller 4200FR, 4200FL, 4200RR, 4200RL to rotate.To determine/detect one or more of radial accelerations R of each wheelassembly 111 and axial accelerations Z (relative to the wheelhub/spindle to which the wheel assembly 111 is coupled) of each wheelassembly 111 the remote motion detection module 320 and/or the wheelweights 1701 may be affixed to each wheel assembly 111FR, 111FL, 111RR,111RL in the manner described herein. The vehicle 110 is operated toprovide motive force to at least one wheel assembly 111FR, 111FL, 111RR,111RL. Wheel balance metrics (e.g., one or more of the radial runout andlateral runout) are obtained for each wheel assembly 111FR, 111FL,111RR, 111RL, as described herein, by the controller 129CNT from theinertial measurement units 1702 of the respective wheel weights 1701and/or from the sensors of the respective remote detection module 320applied/coupled to the respective wheel assembly 111FR, 111FL, 111RR,111RL. The amount of weight to be coupled to the respective wheel 111Wand the location of weight to be coupled to the respective wheel aredetermined by the controller 129CNT in any suitable manner (such as in amanner similar to that described herein with respect to FIGS. 16A-19 and30A-31 ).Referring to FIGS. 52A-52C tire balancer 129M13 is illustrated. Here,the tire balancer includes a remote motion detection module 320, a wheelassembly spin unit 3930, and a vision system 3905. The remote motiondetection module 320 is substantially similar to that described hereinwith respect to FIG. 22 and includes the passive fiducials 922A, 922B,922C. The wheel assembly spin unit 3930 is substantially similar to thatdescribed above with respect to FIG. 20A and includes the centeringprotrusion 760 and the motor 710 for rotating the centering protrusion760. Here, the mounting plate 321 of the remote motion detection module320 includes a central aperture 321AP configured so that the centeringprotrusion 760 passes through the central aperture 321AP to engage thewheel 111W in the manner described herein. The vision system 3905includes one or more optical sensors 3910 (e.g., any suitable cameras)coupled to a housing/frame 3930F of the wheel assembly spin unit 3930.The housing 3930F includes an end effector mount 129MM so that thehousing 3930 may be coupled to the robotic arm 126; while in otheraspects the tire balancer 129M13 may be stationarily fixed at a tirechanging system 100, 100A, where the wheel assembly is rotated by afloor mounted roller 300 or the centering protrusion 760 (e.g., wherethe centering protrusion 760 may be coupled to a linear actuator to moveaxially for engaging and disengaging the wheel assembly 111).In operation of the tire balancer 129M13, the vehicle suspensioncomponents 500 are substantially immobilized, such as by compressing ashock of the suspension components 500 against a suspension restraint3950 (e.g., jack stand, jack, lift, etc.) that engages, for example, acontrol arm of the suspension components 500. The shock is compressed asuitable amount such that movement of the suspension components causedby rotation of the wheel assembly 111 is negligible with respect tobalancing of the wheel assembly 111.The remote motion detection module 320 is coupled to the wheel assembly111 in the manner described herein and the centering protrusion 760 isengaged with the wheel 111W in the manner described herein. The visionsystem 3905 images the wheel assembly at least the fiducials 922A-922Cof the remote motion detection module 320 coupled to the wheel assembly111 with the wheel assembly 111 held rotationally stationary (i.e., a“still” image—see FIG. 52B). The vision system 3905 communicates signalsfrom the one or more optical sensors 3910 to the controller 1219CNT thatembody the still image(s) of at least the fiducials 922A-922C. Thecentering protrusion 760 is driven in rotation by the motor 710 so thatthe wheel assembly 111, and the remote motion detection module 320coupled to the wheel assembly 111, is/are rotated (in other aspects, thewheel assembly 111 may be rotated in any suitable manner such as withthe roller 300). With the wheel assembly 111 rotating the image system3905 images at least the fiducials 922A-922C (i.e., a “dynamic”image—see FIG. 52C). The vision system 3905 communicates signals fromthe one or more optical sensors 3910 to the controller 1219CNT thatembody the dynamic image(s) of at least the fiducials 922A-922C. Thecontroller 129CNT is configured to correlate the still image(s) with thedynamic image(s) in any suitable manner to determine one or more of theradial R and axial Z accelerations/runout of the wheel assembly. Forexample, the fiducials 922A-922C in the still image have a predeterminedpattern are placed along a virtual circle VC having a predetermineddiameter. The fiducials 922A-922C may also have different shapes and/orcolors so that one fiducial is distinguished from another fiducial inthe images obtained with the optical sensor(s) 3910. The controller129CNT is configured to compare the locations of the different fiducials922A-922C (and/or the virtual circle VC on which the fiducials arearranged) as obtained from any suitable number of dynamic images withthe locations of the fiducials 922A-922C (and/or the virtual circle VCon which the fiducials are arranged) in the still image(s) to determineradial R accelerations of the wheel assembly. The controller 129CNT mayalso be configured to perform any suitable image analysis (e.g., a pixelby pixel analysis), e.g., such as a Doppler shift analysis, to determinewhether the fiducials are moving towards or away from the opticalsensors 3910 in the Z direction and based on the Doppler shift thecontroller 129CNT determines the axial X accelerations of the wheelassembly 111. In other aspects, the radial R and axial Z accelerationsmay be determined in any suitable manner from the obtained still anddynamic images.In a manner similar to that described herein, the controller 129CNT maydetermine an amount of wheel weight and a location of the wheel weight3188 (see, e.g., FIGS. 44A and 56 ) with an empirically derived tableEDT stored in a memory of the controller 129CNT that correlates theamount and position of the wheel weight 3188 with the determined radialR and axial Z accelerations of the wheel assembly 111.Referring to FIGS. 53, 54A, and 54B the tire changing stations describedherein may be configured to balance a wheel assembly 111 by determininga center of gravity and/or center of mass of the wheel assembly 111 andapplying wheel weights 3188 (see, e.g., FIGS. 44A and 56 ) to the wheelassembly so that the center of mass is disposed at a predeterminedlocation of the wheel assembly. The predetermined center of mass may beempirically derived for each tire/wheel combination and stored in atable CMT accessible by the controller 129CNT and/or a human operator ofthe tire changing system 100, 100A. Referring to FIG. 53 , the tirebalancer 129M14 is illustrated. The tire balancer 129M14 may besubstantially similar to that illustrated in FIGS. 50A-50C; however, inthis aspect the robotic arm 126 carries at least one laser triangulationsensor 4000 that is configured to measure the center of mass of arotating body (such as the wheel assembly 111 spun by the centeringprotrusion in the manner described herein with respect to FIGS. 20A-20Dand 52A). A suitable example of a laser triangulation sensor 4000 ismanufactured by Acuity Laser, a division of Schmitt Industries, Inc. ofPortland, Oregon USA. The robotic arm 126 (or other suitable actuatorpositions the at least one laser triangulation sensor 4000 relative tothe wheel assembly 111, the wheel assembly is spun by, for example,centering protrusion 760 or in any other suitable manner such as roller300), and the center of mass is measured by the at least one lasertriangulation sensor 4000 and controller 129CNT. The suspensioncomponents 500 may be substantially immobilized by the suspensionrestraint 3950 in the manner described herein with respect to FIG. 52A.The centering protrusion 760 (or roller 300) may be mounted to a linearslide so that with the wheel assembly 111 spinning the centeringprotrusion 760 (or roller 300) may be disengaged from the wheel assembly111 to allow the wheel assembly to spin freely or “free wheel” with theat least one laser triangulation sensor 4000 sensing the wheel assembly.The controller 129CNT is configured to determine the center of mass CMbased on the signals/data provided by the at least one lasertriangulation sensor 4000.The tire balancer 129M14 may also include a remote motion detectionmodule 320 substantially similar to that illustrated in FIGS. 16A-16D;however, the mounting plate 321 includes the central aperture 321APillustrated in FIGS. 52A-52C to allow engagement of the centeringprotrusion 760 with the wheel assembly 111. The remote motion detectionmodule 320 and the at least one laser triangulation sensor 4000 may beused in combination or separately. Here, remote motion detection module320 is coupled to the wheel assembly 111 (e.g., in the manner describedherein), the wheel is spun in the manner described above, and the motionsensors 322A, 322B, 322C detect the radial and axial accelerations ofthe wheel assembly 111. The suspension components 500 may besubstantially immobilized by the suspension restraint 3950 in the mannerdescribed herein with respect to FIG. 52A. The centering protrusion 760(or roller 300) may be mounted to a linear slide so that with the wheelassembly 111 spinning the centering protrusion 760 (or roller 300) maybe disengaged from the wheel assembly 111 to allow the wheel assembly tospin freely or “free wheel” with the at least one laser triangulationsensor 4000 sensing the wheel assembly. In other aspects, the wheelassembly 11 may be impacted, such as in the manner described herein withrespect to FIGS. 28A and 28B where the motion in the wheel assembly 111induced by the impact is employed to determine the center of gravity.The controller 129CNT is configured to determine the center of gravityCG of the wheel assembly 111 based on the data from the motion sensors322A, 322B, 322C. A suitable manner in which the center of gravity CGmay be determined by the controller 129CNT can be found in “Calculatingthe location of the Center-of-Gravity Using an Accelerometer Array” byKristin Angel, Rochester Institute of Technology, RIT Scholar Works,Thesis, May 29, 2019, the disclosure of which is incorporated herein byreference in its entirety. In other aspects, the center of mass/gravitymay be determined in any suitable manner.The controller 129CNT may determine the amount of weight to be appliedto the wheel assembly 111 and the location of the weight on the wheelassembly 111 based on the determined center of gravity/mass and anexpected location of the center of gravity/mass. For example, thecontroller 129CNT may include a center of mass/gravity table CMT thatincludes empirically derived expected locations for the center ofmass/gravity for different tire and wheel combinations. The controller129CNT may compare the expected locations for the center of mass/gravitywith the determined locations for the center of mass/gravity anddetermine in any suitable manner a mass (e.g., wheel weight 3188, see,e.g., FIGS. 44A and 56 ) and placement of the mass on the wheel assemblythat moves the center of mass/gravity from the determined location tothe expected location (e.g., if the determined location and expectedlocations do not substantially match within a predetermined tolerance).The wheel weight is applied to the wheel assembly 111 at the locationprescribed by the controller 129CNT in any suitable manner, such asthose described herein.Referring to FIGS. 54A and 54B, the center of mass/gravity may also bedetermined with the wheel assembly 111 off of the vehicle. For example,the wheel assembly 111 may be placed on a center of gravity scale 4100(a suitable example of which is available from Loadstar ° Sensors ofFremont California, USA) or any suitable balance fixture 4101 on whichthe wheel assembly may be balanced. The center of gravity scale 4100 isconfigured to automatically determine the center of gravity of the wheelassembly 111 and wheel weights 3188 (see, e.g., FIGS. 44A and 56 ) maybe affixed to the wheel assembly (e.g., according to the table CMT) tomove the center of gravity to the expected position for the given tireand wheel combination. The balance fixture 4101 is configured to supportthe wheel assembly 111 at a location corresponding to the expectedcenter of gravity so that the wheel assembly 111 (when unbalanced) tiltsrelative to the horizontal and/or vertical planes HP, VP. Wheel weights3188 (see, e.g., FIGS. 44A and 56 ) may be affixed to the wheel assembly111 so that the wheel assembly 111 is aligned with the horizontal and/orvertical planes HP, VP as illustrated in FIGS. 54A and 54B. As may berealized, the center of gravity of the wheel assembly may be assessedwith the wheel assembly in the horizontal orientation (see FIG. 54A) andthe vertical orientation (see FIG. 54B).Referring to FIG. 59 , the tire balancers described herein may include awheel weight location sensor 4600 that is configured one or more ofdetect a location of a wheel weight 3188 affixed to the wheel 111W andindicate a location of the wheel 111W to place a wheel weight 3188. Forexample, the wheel weight location sensor 4600 includes a sensor arm4601 that is disposed on the tire balancer so that at least a portion ofthe sensor arm 4601 is positioned for insertion within the wheel barrel111WB, between the suspension components 500 and the wheel barrel 111WB.The sensor arm 4601 may be movable in direction 4699 so that the portionof the sensor arm 4601 is inserted and removed from wheel barrel 111WBin any suitable manner, such as with any suitable actuator 4620controlled by, for example, controller 129CNT. The sensor arm 4601includes a laser scanner 4610 that is shaped and sized so as to scan atleast the wheel barrel 111WB and detect the location of any wheelweights 3188 affixed to the wheel 111W. As may be realized, the sensorarm 4601 (such as where the wheel weight location sensor 4600 is mountedto the wheel shroud 700) and/or the wheel assembly 111 is rotated toeffect scanning of the wheel barrel 111W. As described herein, therotational angle of the wheel assembly 111 relative to the laser scanner4610 may be provided to/determined by the controller 129CNT withencoders of the drive motors DM, 710 and data signals received from thelaser scanner 4610. Here, the wheel assembly 111 may be rotated to adetermined rotational angle (as determined with the detection of a wheelweight 3188 by the laser scanner 4610) to position the wheel weight 3188relative to a wheel weight removal tool (as described herein) forremoval of the wheel weight. For installation of a wheel weight, such asby an operator, the laser scanner may cast a laser line on the wheel111W and the wheel may be rotated to a determined rotational angle suchthat the laser line marks the installation location of the wheel weight3188.Referring to FIGS. 45 and 46A-46D the tire changing system 100, 100Aincludes wheel weight applicator tool 3300. The wheel weight applicatortool 3300 is described herein with respect to employment of the wheelweight applicator tool 3300 with tire balancing machine 180, but inother aspects, the wheel weight applicator tool 3300 may be coupled tothe robotic arm 126 (FIG. 1B) or tire exchanging robot 2220 (FIG. 35 )and employed to apply wheel weights to the wheel 111W with the wheel111W in situ the vehicle 110 in tire changing system 100 and/or tirechanging system 100A.The wheel weight applicator tool 3300 includes an articulated arm 3301to which an applicator 3302 is coupled. The articulated arm 3301 may bea part of the tire balancing machine 183, the robotic arm 126, or a partof the tire exchange robot 2220. Where the articulated arm 3301 is therobotic arm 126, the applicator 3302 includes the end effector mount129MM for coupling the applicator 3302 to the robotic arm 126. Theapplicator 3302 is flexible (e.g., comprises resiliently coupledsegments 3355) so as to conform to a contour of the wheel barrel 111WB(see FIG. 46B). The applicator 3302 is configured to hold at least onewheel weight 3188 in any suitable manner. For example, the applicator3302 includes a vacuum grip 3333 configured to selectively activate anddeactivate suction at each of the segments 3355 for selectively holdingand releasing a respective wheel weight 3318.The wheel weights 3188 may be adhesive wheel weights such that prior toapplication of one or more of the wheel weights 3188 to the wheel 111Wby the applicator 3302 the release liner 3188L is removed in anysuitable manner (such as with a brush, suction cup, mechanical gripper,forced air, etc. that peels the adhesive liner 3188L from the wheelweight 3188) to expose the adhesive of the wheel weight 3188.Here, the position and amount of wheel weight 3188 to be affixed to thewheel assembly 111 is determined as described herein using any of thetire balancers 183, 129M, 129MS described herein. The controller 129CNTcontrols the tire balancer and the wheel weight applicator tool 3300 toeffect affixing the one or more wheel weights 3188 to the wheel 111W.For example, the drive roller 300 rotates the wheel assembly 111 so thata predetermined position of the wheel 111W at which the wheel weight isto be applied is located at, for example, the 6 o'clock position (or atany other suitable position depending on the position of the applicator3302 relative to the wheel 111W or vice versa). Rotational positioningof the wheel 111W may be effected with any suitable sensors, such asthose described herein, and/or with any suitable encoders of the drivemotor DM of tire balancer shaft 3099. The release liner 3188L is removedfrom one or more of the wheel weights 3188 held by the applicator 3302and the applicator 3302 positions the one or more wheel weights 3188relative to the wheel 111W. The articulate arm 3301 moves the applicator3302 relative to the wheel 111W so that the one or more wheel weights3188 are pressed against the wheel at the predetermined location of thewheel 111W. The one or more wheel weights 3188 is selectively releasedby the controller 129CNT (e.g., by stopping, e.g., the vacuum of asegment(s) 3355 holding the one or more wheel weight 3188) and thearticulate arm 3301 moves the applicator 3302 away from the wheel 111Wleaving the one or more wheel weights 3188 affixed to the wheel 111W.In other aspects, referring also to FIG. 47 , the wheel weights may beprovided, for application by the application 3302, from a roll or reelof wheel weights 3188R. The roll of wheel weights is mounted to theapplicator 3302 in any suitable manner and includes any suitable drivesfor unrolling the wheel weights 3188 for application to the wheel 111W.Here, the roll 3188R may be configured such that there is no releaseliner that needs to be removed from the wheel weights 3188 (e.g., onesurface of the wheel weights may function as a release liner in a mannersimilar to that of a roll of tape); while in other aspects, the releaseliner may be removed from the wheels weights 3188 in any suitable manner(e.g., forced air, a peeling knife, a driven spool (take up reel) thatpulls the release liner off and rolls removed released liner on thespool, etc.) as the wheel weights 3188 are unrolled. The applicator 3302includes a punch or press 3400 that pushes one or more wheel weights3188 from the unrolled wheel weights 3188, off of the applicator 3302and onto the wheel 111W for affixing the one or more wheel weights 3188at the predetermined position of the wheel 111W.Referring to FIG. 56 , it is noted that while the wheel weights 3188 aredescribed herein as being applied to the wheel 111W (e.g., at the wheelbarrel 111WB; see FIG. 46B), the wheel weights 3188 may be configured asa center mass or ballast 3188C that is mounted on the wheel assemblyaxle or hub 4300 in any suitable manner. For example, referring also toFIG. 57 , the center mass 3188C may be configured as an eccentric platehaving any suitable shape (examples of which are illustrated in FIGS. 56and 57 ) that includes a central mounting portion 4350 and an eccentricmass portion 4351. In the examples illustrated the center mass 3188C isconfigured as a plate that is disposed between the wheel 111W mountingpad and the wheel hub. The central mounting portion 4350 includesapertures 4350A through which the wheel studs 4310 pass. Tightening ofthe lug nuts to secure the wheel assembly 111 to the wheel hub alsosecures the center mass 3188C to the wheel assembly 111 so to rotatewith the wheel assembly 111. In other aspects the central mass 3188C maybe secured or otherwise affixed to the wheel assembly 111, wheel hub,and/or drive axle in any suitable manner (e.g., such as clamps, snaps,straps, etc.). The center mass 3188C may be selected from a number ofdifferent center masses 3188CN each having a different balancingcharacteristic (e.g., different eccentric mass, different shape so as toposition the eccentric mass at a desired location, etc.).Referring to FIGS. 44A and 44B the tire changing system 100, 100Aincludes wheel weight removal tool 3100. The wheel weight removal tool3100 includes an end effector mount 129MM for coupling the wheel weightremoval tool 3100 to the robotic arm 126. In other aspects, the wheelweight removal tool 3100 may be mounted at a fixed location adjacent arespective wheel balancer 129MS of tire changing system 100A.The wheel weight removal tool 3100 includes a frame 3101 to which theend effector mount 129MM is coupled such as in tire changing system 100;while in other aspects the frame 3101 effects spatially fixing thelocation (e.g., mounting to the floor or other stationary structure) ofthe wheel weight removal tool 3100 such as in the tire changing system100A. The wheel weight removal tool 3100 includes an end effector or arm3102 that is movably mounted to the frame 3101 so as to move in at leasttwo degrees of freedom. For example, two or more drive motors 3110, 3111are coupled to the frame and the arm 3102. The drive motor 3110 movesthe arm 3102 in the radial direction R (e.g., with respect to the wheelassembly 111) and the drive motor 3111 moves the arm 3102 in the axialor Z direction (e.g., with respect to the wheel assembly 111). The drivemotors 3110, 3111 are coupled to the controller 129CNT so that thecontroller 129CNT effects movement of the arm 3102 with the drive motors3110, 3111.The wheel weight removal tool 3100 is in communication with thecontroller 129CNT so that the controller 129CNT operates the arm 3102 inconjunction with the drive roller 300 so that the drive roller 300rotates the wheel assembly 111 to position (e.g., substantially align)the wheel weight 3188 relative to the arm 3102. For example, where thewheel weight removal tool is positioned substantially at the 6 o'clockposition (see FIG. 44A) relative to the wheel assembly, the controllermay operate the drive roller 300 to position a wheel weight 3188 (thatis affixed to the wheel 111W) substantially at the 6 o'clock position.Alignment of the arm 3102 and the wheel weight 3188 may be effected withany suitable position sensor 3150, such as a vision sensor 3150V orpressure sensor 3150P, coupled to controller 129CNT. The position sensor3150 may be mounted to the frame 3101 or at any other suitable locationso that the arm 3102 and a portion of the wheel 111W adjacent the arm3102 is within a field of view of the vision sensor 3150V or so thatcontact between the arm 3102 and the wheel 111W is detected so as toposition the arm 3102 relative to the wheel in the radial direction R.The wheel 111W rotates via the drive roller 300 under control of thecontroller 129CNT so that the wheel weight 3188 enters the field of viewof the vision sensor 3150V and is detected by vision sensor 3150. Thecontroller 129CNT stops rotation of the wheel 111W with the wheel weight3188 in alignment with the arm 3102 based an image analysis of thesignals from the position sensor 3150. In other aspects pressure sensor3150P is configured to detect contact between the arm 3102 and the wheelweight 3188 as the wheel 111W is rotated. In still other aspects, anysuitable capacitive, inductive, etc. sensors may be used to position thewheel weight 3188 relative to the arm 3102.With the wheel weight 3188 aligned with the arm 3102, the controller129CNT extends the arm 3102 in the Z direction so that the arm 3102engages the wheel weight 3188. The arm 3102 includes a tapered end 3102Ethat in one aspect, is inserted (e.g., which may include movement of thearm 3102 in the radial direction R and employment of the position sensor3150 to position the tapered end 3102E) between the wheel weight 3188and wheel 111W so that the arm 3102 severs/cuts the adhesive between thewheel weight 3188 and the wheel 111W and pries (via movement of the arm3102 in one or more of directions R, Z) the wheel weight 3188 from thewheel 111W; while in other aspects the arm 3102 is driven in the Zdirection so that the tapered end 3102E (constructed of a materialharder than the wheel weight material) is driven at least partially intothe wheel weight 3188 (typically made of a soft material) so thatmovement of the arm in one or more directions R, Z peals, pulls, orpushes the wheel weight 3188 off of the wheel 111W. As may be realized,the wheel weight removal tool 3100 may be positioned (e.g., by therobotic arm 126 or stationarily mounted) at any suitable location (e.g.,clocking position such as 12 o'clock, 3 o'clock, etc.) relative to thewheel assembly that effects removal of the wheel weight 3188 asdescribed herein.The wheel weight removal tool 3100 includes a waste bin 3140 into whichthe removed wheel weights are inserted. In one aspect the removed wheelweights 3188 may be inserted into the waste bin 3140 by suction (e.g., avacuum source 3140V of the wheel weight removal tool 3100) or in anyother suitable manner (such as by compressed air source 3131, brushes,etc.).Referring to FIG. 48 the tire balancers describe herein may include awheel cleaning/wheel weight removal system 5300 that may be carried bythe robotic arm 126 (e.g., as a stand-alone end of arm tool or mountedto the frame 310 of a tire balancer carried by the robotic arm 126) ormounted at a fixed location adjacent a tire exchange location of thetire changing system 100, 100A. The wheel cleaning/wheel weight removalsystem 5300 includes a rotating brush 3560 mounted to an articulate arm5301 (which as noted above may be in some aspects the robotic arm 126).The articulated arm 5301 includes a spindle 3561 to which the brush 3560is rotatably coupled. The spindle 3561 includes a motor 3562 configuredto rotate the brush 2650 about a spindle axis SPAX; while in otheraspects the motor 2562 may be located at any suitable location (such aswithin arm 5301) and coupled to the brush 3560 by any suitabletransmission for rotating the brush 2650 about the spindle axis SPAX.Any suitable fluid conduit 3533 (e.g., flexible hose or tube) may beprovided where the fluid conduit 3533 supplies cleaning fluid/solvent tothe brush 3560 through the spindle 3561. For example, the spindle 3561may be hollow such that the fluid conduit 3533 supplies the cleaningfluid/solvent to the brush through the spindle 3561. The brush 3560includes apertures 3560A (e.g., at the brush core) through which thecleaning fluid/solvent exits the spindle 3561 to wet the bristles of thebrush 3560.The brush 3560 is configured to at least strip a wheel weight 3188 fromthe wheel 111W. For example, the brush 3560 includes bristles having astiffness or configuration (e.g., hooked bristles) sufficient to grip awheel weight 3188 affixed to the wheel 111A and strip or otherwiseremove the wheel weight 3188 from the wheel 111W. In other aspects, thewheel weight 3188 may be removed from the wheel 111W by a combination ofthe brush 3560 and the (scraper) arm 3102. The removed wheel weight 3188may be directed away from the wheel 111W by the brush 3560 towards anysuitable collection receptacle 3583.The articulated arm 5301 is configured for at least two degree offreedom movement (e.g., such as in the Z direction and the R direction)where the articulated arm moves in the Z direction to align the brush3560 with at least part of the barrel 111WB of the wheel 111W, and movesthe brush 3560 into contact with the barrel 111WB of the wheel 111W. Thetire assembly 111 is rotated by, for example, drive roller 300 to movethe wheel weights towards and through the brush 3560. Here, the driveroller 300 is operated by the controller 129CNT so that the wheelassembly 111 rotates a full rotation to clean the barrel 111WB andremove any wheel weights 3188; while in other aspects, any suitablevision sensors may be employed to identify a location of the wheelweight(s) and the drive roller 300 may be operated by the controller129CNT to position the wheel weights for removal by the brush 3560.The cleaning fluid/solvent may be configured to remove brake dust andother debris from the wheel. In some aspects, the cleaning fluid/solventmay also be configured to soften/dissolve the adhesive holding the wheelweight 3188 to the wheel 111W to help facilitate removal of the wheelweight 3188 by the brush 3560 and to, with the brush 3560, clean theadhesive from the wheel 111W.Referring to FIG. 49 the tire balancers describe herein may include awheel weight removal system 3600 that may be carried by the robotic arm126 (e.g., as a stand-alone end of arm tool or mounted to the frame 310of a tire balancer carried by the robotic arm 126) or mounted at a fixedlocation adjacent a tire exchange location of the tire changing system100, 100A. The wheel weight removal system 3600 includes an articulatedarm 3601 that includes an end effector or spatula 3650. In this examplethe articulated arm includes arm links that provide at least two degreesof freedom, such as in the Z and R directions so as to position thespatula 3560 substantially against the barrel 111WB of the wheel 111W.The drive roller 300, under control of the controller 129CNT, rotatesthe wheel assembly 111 so that the wheel weight rotates past the spatula3650. With rotation of the wheel assembly, the spatula 3560 is insertedbetween the barrel 111WB and the wheel weight 3188, severing theadhesive bond between the wheel weight 3188 and the wheel The removedwheel weight 3188 may be directed by the spatula 3650 to any suitablecollection receptacle 3583.Referring to FIG. 60 , the tire balancers and/or tire changing systems100, 100A described herein may include wheel weight removal tool 4700.The wheel weight removal tool 4700 includes a frame 4700F. The frame4700F include end effector mount 129MM for coupling the wheel weightremoval tool 4700 to, for example, the robotic arm 126 or any othersuitable actuator configured to position the wheel weight removal toolrelative to a wheel (the wheel being disposed in situ the vehicle or offthe vehicle). The wheel weight removal tool 4700 include at least onegrinder 4720 mounted to the frame 4700F and at least one wheel lipdetection sensor 4730 (e.g., laser scanner, proximity sensor, visionsensor, etc.). The at least one grinder 4720 may be movably coupled tothe frame 4700F for movement in direction 4799 (e.g., by any suitableactuator); while in other aspects, the at least one grinder 4720 isstationarily fixed to the frame 4700F. Here, with the tire 111T removedfrom the wheel 111W, the robotic arm 126 (or other actuator) scans thewheel to detect a position of the lip 4710 (e.g., in the coordinatesystem of the robot). The controller 129CNT, knowing the angularrotational position of the wheel weight (as described herein) rotatesthe wheel 111W with the wheel rotator 4760 (generically representativeof the wheel rotation means described herein, e.g., rollers, centeringprotrusions, etc.) and/or the robotic arm 126 moves the wheel weightremoval tool 4700 relative to the wheel to position the wheel weight3188 and the wheel weight removal tool 4700 relative to each other. Theat least one grinder 4720 includes a grinder wheel 4720W that ispositioned so that as the grinder 4720 is moved in direction 4799(either by the actuator coupled to the frame 4700F or by movement of therobotic arm) the grinding wheel grinds the wheel weight 3188 off of thewheel 111W substantially without contacting the lip 4710 of the wheel111W.Referring to FIG. 61 , the tire balancers and/or tire changing systems100, 100A described herein may include wheel weight removal tool 4800.The wheel weight removal tool 4700 includes a gripper 4810 that iscoupled to the robotic arm 126 (or other suitable actuator) by endeffector mount 129MM. The robotic arm 126 or any other suitable actuatoris configured to position the gripper 4810 relative to a wheel (thewheel being disposed in situ the vehicle or off the vehicle) so as toclamp/grip the wheel weight 3188 for removal (e.g., pulling) of thewheel weight 3188 from the wheel 111W. The controller 129CNT, knowingthe angular rotational position of the wheel weight (as describedherein) rotates the wheel 111W with the wheel rotator 4760 (genericallyrepresentative of the wheel rotation means described herein, e.g.,rollers, centering protrusions, etc.) and/or the robotic arm 126 movesthe gripper 4810 relative to the wheel 111W to position the wheel weight3188 and the gripper 4810 relative to each other. In some aspects avision sensor 4850 may be included in the wheel weight removal tool 4800for effecting, at least in part, positioning of the gripper 4810relative to the wheel weight 3188. The gripper 4810 includes anysuitable clamping jaws, fingers, etc. configured to engage and stablyhold the wheel weight 3188. The robotic arm 126 is moved, with the wheelweight gripped by the gripper 4810, so that the wheel weight 3188 ispulled or otherwise removed from the wheel 111W.In accordance with one or more aspects of the present disclosure, a tirechanging system is provided. The tire changing system includes a roboticend effector configured to effect rotation of a wheel assembly about awheel hub with the wheel assembly in situ the vehicle; a remote motiondetection module configured to couple with the wheel assembly so as torotate as a unit with the wheel assembly and detect radial and axialaccelerations of the wheel assembly; and a controller in communicationwith the remote motion detection module, the controller being configuredto determine an amount of wheel balance weight, based on the detectedradial and axial accelerations, that effects balancing of the wheelassembly.

As described above and as shown in FIG. 143 of the drawings, in oneform, the bot 120, also referred to hereinafter as a robotic apparatus1101, includes a plurality of actuators 126, each of which holds, or isa component of, a different one of the tools described above and below.In one form, the linear actuators 126 can be actuated independently orsimultaneously, allowing for multiple tools to be independentlycontrolled and assist in an operation at once.

The robotic apparatus 1101 is movable in the same fashion as describedabove with respect to the movement of the bot 120. For example, therobotic apparatus 1101 may be moveable along a traverse path (such astraverse path 299 in FIG. 2A) via wheels 120W, sliding elements such asrails and/or tracks, that include, but are not limited to, guide rod andsleeve bearings, or any other guide system for effecting linear traverseand/or rotational motion of the carriage 120C.

Alternatively, as shown in FIG. 151 of the drawings, the roboticapparatus 1101 may be mounted to a ramp 1105 via fasteners or welding ofthe frame 1102 to the ramp 1105. The ramp 1105 is configured such that avehicle 1600 may drive onto it. The vehicle 1600 may then be positionedover a commercial lift 1700 or other lifting structure for lifting abovethe ramp 1105 or may sit on the ramp 1105 for subsequent operations, thenature and order of which are similar to the preferred embodiment of therobotic apparatus 1101. The robotic apparatus 1101 shown in FIG. 151contains linear actuators 1350 (not shown) which allow it to traverselongitudinally and transversally along the ramp 1105.

More specifically, the robotic apparatus 1101 includes a frame 1102 ontowhich the components, tooling and electronics of the robotic apparatus1101 are mounted. The tooling that is mounted on the robotic apparatus1101 may include, for example, the tire bead breaker tool 129H, alsoreferred to hereinafter as a bead breaker system 2000, the tiremounting/dismounting tool 129E, also referred to hereinafter as a beadtool system 82100, the tire deflation tool 129, the tire inflation tool129L, an inflation tool system 2401, one or more gripper systems 82200,the wheel cleaning tool 129I, also referred to hereinafter as a cleaningtool system 2500, a lubrication tool system 2600, a valve stem toolsystem 2700, an alignment tool system 2800 and one or more grippersystems 82200. The collection of tools on the robotic apparatus 1101 ishenceforth referred to as “tooling” for description purposes.

The actuators 126, which may be linear actuators 1350, are mounted tothe frame 1102 of the robotic apparatus 1101, preferably using fastenersin mounting holes provided by the manufacturer on the linear actuator1350. An exemplary linear actuator 1350 formed in accordance with thepresent invention, which is shown in FIG. 147 of the drawings,preferably comprises a rotatable ball screw 1352 and a block carriage1351 that is mechanically engaged with the ball screw 1352. Although thelinear actuator 1350 preferably comprises a ball screw 1352, it isenvisioned to be within the scope of the present invention to use anysufficient mechanism for producing linear motion, such as a screw, leadscrew, linear motor, pneumatic or hydraulic cylinder, rack and pinion,work gear, gear drive, or other mechanism. As will be described ingreater detail in the forthcoming paragraphs, the tooling is mounted tothe block carriage 1351 of the linear actuators to effect linear motionof the tooling along the axial length of the linear actuator 1350.

More specifically, the linear actuator 1350 includes a housing having afirst axial end, a second axial end situated opposite the first axialend and a pair of oppositely disposed side walls that are spaced apartfrom one another and extend between the first axial end and the secondaxial end of the housing. The pair of oppositely disposed side wallsdefines an open channel within the housing that extends between thefirst axial end and the second axial end of the housing. Each of theoppositely disposed side walls preferably includes a guide track that isformed on or in an inner surface thereof and extends at least partiallyalong the axial length of the housing.

The rotatable ball screw 1352 includes a first axial end, a second axialend disposed opposite the first axial end and a threaded outer surface.The rotatable ball screw 1352 is at least partially situated within theopen channel in the housing such that the first axial end of the ballscrew 1352 is in proximity to the first axial end of the housing and thesecond axial end of the ball screw 1352 is in proximity to the secondaxial end of the housing. Preferably, the rotatable ball screw 1352 isretained within housing by linear actuator bearings 1353 that aresituated at the first axial end and the second axial end of the housing.

The block carriage 1351 is formed as a generally rectangular member andincludes a top wall, a bottom wall situated opposite the top wall, afirst side wall, a second side wall, a third side wall and a fourth sidewall, each of the side walls extending between the top wall and thebottom wall, the first side wall being disposed opposite to the thirdside wall and the second side wall being disposed opposite to the fourthside wall. The second side wall and the fourth side wall of the blockcarriage 1351 include at least one guide member. The block carriage 1351is at least partially situated within the open channel in the housingand each guide member is at least partially received within a guidetrack in a respective one of the oppositely disposed side walls of thehousing. The block carriage 1351 further includes a threaded bore thatextends along the axial length of the carriage 1351 between the firstside wall and the third side wall of the carriage 1351. The threadedbore has a thread pattern that corresponds to the threaded outer surfaceof the rotatable ball screw 1352 so that at least a portion of therotatable ball screw 1352 can be received therein and so that, uponrotation of the rotatable ball screw 1352, the block carriage 1351 isselectively movable at least partially along the axial length of therotatable ball screw 1352, between the first axial end and the secondaxial end thereof, and, as such, is also selectively movable at leastpartially between the first axial end and the second axial end of thehousing of the linear actuator 1350.

As described above, the tooling is mounted to the block carriage 1351.More specifically, the block carriage 1351 preferably includes one ormore threaded connections that are situated on the top wall thereof orthat extend at least partially between the top wall and the bottom wallof the carriage into the thickness thereof. The tooling is preferablymounted to the block carriage 1351 by aligning one or more correspondingconnections that are situated on the tooling with the threadedconnections on the block carriage 1351 and engaging the connections withone another with fasteners (e.g., threaded bolts, screws or connectors,etc.). Accordingly, the tooling may readily be mounted and removed fromthe linear actuators 1350 of the robotic apparatus 1101. This enablesthe tooling of the robotic apparatus 1101 to be easily maintainable andreplaceable without disassembling the robotic apparatus 1101 or adjacenttooling. This feature also enables the production of the roboticapparatus 1101 to be modularized in which tooling subassemblies arebuilt and fastened to the robotic apparatus 1101 individually andeasily. Additionally, this feature enables easy in-field maintenance inwhich tooling modules may be removed or replaced from the roboticapparatus 1101 without disassembling other aspects of the system.Furthermore, this feature enables the robotic apparatus 1101 to beeasily modified or upgradeable such that, when developed, old tools maybe easily removed and new tooling or new versions of existing toolingmay be fastened to the robotic apparatus 1101.

The linear actuators 1350 are driven by motors 1400, such as steppermotors, AC motors, DC motors, pneumatic motors or hydraulic motors. Morespecifically, again making reference to FIG. 147 of the drawings, themotor 1400 may be mounted to the linear actuator, preferably to thefirst axial end of the housing thereof, and mechanically coupled to therotatable ball screw 1352. The motor 1400 may also mount onto the linearactuators 1350 using built-in mounting points based on standard (e.g.,NEMA) motor profile face plates. Alternatively, the motor 1400 may bemounted using a mounting bracket to the frame 1102 of the roboticapparatus 1101 and connected to the linear actuator 1350 input via ashaft coupler or other suitable method. The motor 1400 rotates the ballscrew 1352 of the linear actuator 1350 to selectively advance or retractthe block carriage 1351, as well as the tooling attached thereto, alongthe axial length of the linear actuator.

The linear actuator 1350 preferably further includes a distance sensor1221, such as an encoder, linear encoder, or linear potentiometer forgauging travel distance. The distance sensor 1221 is preferably mountedonto the block carriage 1351 of the linear actuator 1350. The distancesensor 1221 is configured to measure the distance between the carriage1351 of the linear actuator 1350 and the TWA 1610. Alternatively, thedistance sensor 1221 may be configured to measure the distance betweenthe carriage of the linear actuator 1350 and a point on the frame 1102of the robotic apparatus 1101. The distance sensor 1221 may also bemounted onto a fixed point on the frame 1102 of the robotic apparatus1102 and configured to sense the distance from the fixed point to thecarriage 1351 of the linear actuator 1350. Furthermore, the distancesensor 1221 may be mounted to a portion of the housing of the linearactuator to measure the distance between the block carriage 1351, aswell as the tooling mounted thereto, and the location on the housingwhere the distance sensor 1221 is mounted.

The linear actuator 1350 may also include one or more limit sensors,such as a limit switch or a proximity sensor 1211, for detecting whenthe block carriage 1351 and/or the tooling mounted thereto has reachedthe bounds of its travel (e.g., the bounds of the travel of the carriage1351 and/or tooling mounted thereto along the axial length of the ballscrew 1352). More specifically, the one or more proximity sensors 1211mounted on the linear actuator 1350 are configured to sense the presenceof the carriage 1351 on the linear actuator 1350 as the carriage 1351passes in front of the proximity sensor 1211. The proximity sensors 1211are preferably mounted at opposite ends of the linear actuator 1350 andspaced to sense when the carriage 1351 reaches either end of its travelrange.

The linear actuator 1350 or the tooling attached to the linear actuator1350 may further include a load cell 1230 for sensing the force appliedby the linear actuator 1350. The particular mounting of the load cell1230 to either the tooling or the linear actuator 1350 changes dependingon the specific tooling attached to the linear actuator 1350, but theload cell 1230 generally will be mounted such that force from the endeffector of the tooling must pass through the load cell 1230 beforereaching the ball screw 1352. Preferably, the load cell 1230 is fastenedto one end of the linear actuator 1350 such that thrust from the ballscrew 1352 passes through the load cell 1230 before it reaches thelinear actuator bearings 1353.

As describe above and as shown in the figures, in any usage of thelinear actuator 1350, load cells 1230 may be placed in line with theball screw 1352 such that the load cell 1230 senses the linear forceapplied by the ball screw 1352 to the carriage block 1351. Each loadcell generates a signal that may be used for general load sensing of thetooling or equipment mounted to the linear actuator 1350 for the purposeof monitoring equipment for overloads, monitoring operating loadsagainst expected operating loads, or for any other purpose. The signalfrom the load cell 1350 may be used to sense and control the loadsapplied by the tooling or equipment mounted on the linear actuator 1350to a workpiece, such as the TWA 1610. The signal from the load cell 1350may also be used to monitor for collisions between tooling, equipment,and workpieces such as the TWA 1610. The load cells may be in electricalcommunication with either the controller 160 or with an input/outputmodule 1541 inside an electrical panel 1103 of the robotic apparatus1101 via connectors 1104, or both, and may communicate measurementsignals thereto.

The distance sensor 1221 and proximity sensors 1211 are preferably inelectrical communication either the controller 160 or with aninput/output module 1541 inside an electrical panel 1103 of the roboticapparatus 1101 via connectors 1104, or both, and may communicatemeasurement signals thereto.

In a preferred embodiment, the tools may include at least two linearactuators 1350 for linear motion in two axes, such as axial to the tirewheel assembly 1610 and radial to the TWA 1610. In alternativeembodiments, the tooling may have more axes of motion or less axes ofmotion, including no axes of motion, in which case generally the roboticapparatus 1101 could itself have axes of motion that provide thenecessary degrees of freedom for the tooling to operate.

As described above, the tooling of the robotic apparatus 1101 may bemounted to the linear actuators 1350.

Now making reference to FIGS. 63-65 and 146 of the drawings, the beadbreaker system 2000 formed in accordance with the present inventionpreferably comprises a linear actuator 1350, a bead breaker structure2010 and bead breaker disc 2020. The bead breaker structure 2010includes a proximal end and a distal end situated opposite the proximalend. The proximal end of the bead breaker structure 2010 is mounted tocarriage 1351 of the linear actuator 1350. The bead breaker disc 2020 ispreferably rotatably attached to the distal end of the bead breakerstructure 2010.

More specifically, the bead breaker structure 2010 preferably includes abore situated in proximity to the distal end thereof that extends atleast partially therethrough. The bead breaker disc 2020 includes acentral bore that extends at least partially through the thicknessthereof. A fastener or other connector is insertable through the centralbore of the bead breaker disc 2020 into the bore in the bead breakerstructure to rotatably attach the bead breaker disc 2020 to the beadbreaker structure 2010 such that the bead breaker disc 2020 is axiallyconstrained to the bead breaker structure 2010, but free to rotate aboutthe axis of the bore in the bead breaker structure 2010. The axis ofrotation of the bead breaker disc 2020 can be any angle relative to theaxis of motion of the linear actuator 1350, but preferably could bebetween 25-45 degrees downwards. The bead breaker disc 2020 may furtherinclude a bearing or bushing capable of withstanding radial loads andallowing for smoother rotation about the disc bore.

As also described above, the bead breaker tool 129H, which is alsoembodied herein as the bead breaker system 2000, is used, in part, tomanipulate the TWA 1610 and remove the tire 1611 from the rim 1612. FIG.146 of the drawings illustrates a tire rim 1612 and the tire bead 1609.The bead 1609 is the location at which an inflated tire 1611 contactsthe rim 1612 and creates a pressure seal. During the bead breakingprocess, the bead breaker disc 2020 is pressed axially into the tire1611 in such a way to push the tire 1611 further into the rim 1612 andaway from the bead 1609 and cause the seal to be broken, allowing thetire 1611 to later be stretched over the rim 1612 and removed. Thisprocess may require high force, such as 2 kN, to fully unseat the tire1611 from the bead 1609 due to factors such as friction, adhesion, andcorrosion of the tire 1611 to the bead 1609. Once the connection betweenbead 1609 and tire 1611 has been broken, the bead breaker disc 2020 isretracted away from the TWA 1610 using the linear actuator 1350.

Preferably, the bead breaker disc 2020 is of sufficient strength andrigidity such that when it engages the tire 1611 of the TWA 1610, thatit does not deform substantially and is able to apply enough force tobreak the bead of the TWA 1610, such as 2 kN. The linear actuator 1350is of sufficient strength and rigidity to actuate the bead breakerstructure 2010 with enough force to break the bead on the TWA 1610.

As can be seen in FIGS. 63 and 64 of the drawings, the bead breakersystem 2000 preferably includes a distance sensor 1221, a positionsensor 1222, one or more load cells 1230 and proximity sensors 1211. Thedistance sensor 1221 is configured such that it adequately measures thedistance between the TWA 1610 and the contact point that the beadbreaker disc 2020 makes with the TWA 1610. This information can be usedto position the bead breaker system 2000 relative to the TWA 1610.

The motion profile of an exemplary bead breaking maneuver is shown inFIG. 65 of the drawings. The information provided by the position sensor1221 on the linear actuator 1350 can be used to determine the distancethe bead breaker system 2000 has advanced into the TWA 1610, which is ameasure of the “bead breaking distance”. When retracting the beadbreaker system 2000 after a bead breaking maneuver, the distance sensor1221 may be used to determine the “pull-back” of the bead on the TWA1610, where the pull-back is defined as the distance the bead reboundsfrom the bead breaking distance.

The combination of the measurements of bead breaking distance andpull-back are used to determine whether a bead breaking maneuver hasbeen successful. Preferably, the success of the maneuver could be thatthe “final break distance” is equal to the difference between the beadbreaking distance and the pull-back, where a successful bead breakingmaneuver might have a final break distance between 50-100 mm dependingon the tire, as illustrated in the following formula:

final break distance=bead breaking distance−pullback

Nevertheless, it is also envisioned to be within the scope of theinvention to utilize other techniques to determine successful maneuversand final breaking distance.

In addition to distance measurements, the load cells 1230 can be used tomeasure the load on the bead breaker system 2000 to determine whenminimum loads or overloads have been reached and to supplement thedistance sensor 1221 in measuring when a bead has been successfullybroken. In one form, a load cell 1230 is affixed to the bead breakerstructure 2010 and positioned between the bead breaker disk 2020 andbead breaker structure 2010 such that the axial load experienced by thebead breaker disk 2020 is transmitted to the load cell 1230. The loadcells 1230 are powered by the electrical cabinet 1103 and communicatewith the programmable logic controller 1540. Alternatively or incombination, the load cells 1230 may be in electrical communication withthe controller 160.

Now referencing FIGS. 66-68 and 69-71 of the drawings, the bead toolsystem 82100 formed in accordance with the present invention preferablycomprises a linear actuator 1350, a bead tool structure 2110, a beadtool linkage 2120, a bead tool arm 2130 and a bead tool end effector2170. The bead tool structure 2110 includes a proximal end 5022 and adistal end 5024 situated opposite the proximal end 5022. The proximalend 5022 of the bead tool structure 2110 is mounted to the blockcarriage 1351 of the linear actuator 1350. The bead tool arm 2130 ispreferably hingedly or pivotally joined to the bead tool structure 2110by the bead tool linkage 2120, which is interposed therebetween.

As described above, the bead tool linkage 2120 is interposed between andconnects the bead tool structure 2110 and the bead tool arm 2130 andacts as a rotational linkage between the bead tool structure 2110 andthe bead tool arm 2130. More specifically, the bead tool arm 2130includes a proximal end 5004 and an oppositely disposed distal end 5006.The bead tool linkage 2120 includes a first end 5008, a second end 85010disposed opposite to the first end 5008 and a pair of side walls 5012that are spaced apart from one another and extend between the first end5008 and the second end 85010. The bead tool linkage 2120 furtherincludes a first bore 5014 that extends at least partially between theside walls 5015 in proximity to the second end 85010 of the linkage 2120and a second bore 5016 that extends at least partially between the sidewalls 5012 in proximity to the first end 5008 of the linkage 2120. Thesecond bore 5016 in the bead tool linkage 2120 is preferably alignedwith a corresponding bore 5018 formed in bead tool structure 2110 inproximity to the distal end 5024 thereof. The first bore 5014 in thebead tool linkage 2120 is preferably aligned with a corresponding bore85020 that is formed in the bead tool arm 2130 in proximity to theproximal end 5004 thereof. Pins or fasteners 5026, 5028 are insertedthrough the respective aligned bores to join the bead tool structure2110, the linkage 2120 and the bead tool arm 2130 to one another.

The bead tool linkage 2120 preferably further comprises bead toolbearings 2140 that are situated between the side walls 5012 of thelinkage 2120 and the bead tool structure 2110, as well as between theside walls 5012 of the linkage 2120 and the bead tool arm 2130. Morespecifically, as can be seen in FIGS. 66 and 67 of the drawings, one setof bearings 2140 is aligned with the second bore 5016 in the bead toollinkage 2120 and the bore 5018 formed in bead tool structure 2110 inproximity to the distal end 5024 thereof, such that the pin or fastener5028 may be inserted therethrough. A second set of bearings 2140 isaligned with the first bore 5014 in the bead tool linkage 2120 and thebore 85020 formed in the bead tool arm 2130 such that the pin orfastener 5026 may be inserted therethrough. Accordingly, the bead toolstructure 2110 and bead tool arm 2130 are freely rotatable about theaxis of the bearings 2140.

The bead tool system 82100 may further include one or more arm springs2150 and a link spring 2160. The arm springs 2150 are configured to holdthe bead tool arm 2130 from collapsing due to the force of gravity. Thelink spring 2160 is configured to hold the bead tool linkage 2120 fromcollapsing due to the force of gravity. Both the arm springs 2150 andthe link spring 2160 are also configured to provide a particular motionprofile of the bead tool linkage 2120 in response to the de-beadingprocess. The arm springs 2150 and link spring 2160 are both connected tothe bead tool linkage 2120 by pins or fasteners. The link spring 2160 isalso connected to the bead tool structure 2110 by pins or fasteners andproduces a linear force between the bead tool linkage 2120 and the beadtool structure 2110. More specifically, as can be seen in FIG. 67 of thedrawings, in one form, the link spring 2160 includes a first end 5031and an oppositely disposed second end 5032. The first end 5031 of thelink spring 2160 is connected to the bead tool structure 2110 and thesecond end 5032 of the link spring 2160 is connected to the bead toollinkage 2120.

The arm springs 2150 contain spring legs which are constrained againstpins in the bead tool linkage 2120 and the bead tool arm 2130, producinga torsional load between them. The arm springs 2150 and link spring 2160may be compression springs, torsional springs, gas springs, wavesprings, Belville springs, or any sufficiently elastic configuration.Furthermore, the arm springs 2150 and link spring 2160 may be made ofany sufficiently elastic material but would preferably be made of springsteel. The bead tool system 82100 preferably includes an upper hard stop2121 and lower hard stop 21202, which limit the motion of the bead toollinkage 2120 and bead tool arm 2130 by providing a rigid surface thatprevents motion of the bead tool linkage 2120 beyond those surfaces.Basically, the upper hard stop 2121 bounds the rotation of the bead toollinkage 2120 clockwise such that the bead tool arm 2130 lifts relativeto the bead tool structure 2110, and vice-versa for the lower hard stop2122.

An alternative form of the bead tool system 82100, wherein the angle ofthe bead tool arm 2130 is actively controlled by a motor, is shown inFIG. 68 of the drawings. As can be seen in FIG. 68 of the drawings, amotor 1400 is mounted to the bead tool structure 2110. The motor 1400communicates with and is controlled by the electrical panel 1103 and/orthe controller 160. A bead tool coupling 2180 couples the position ofthe shaft of the motor 1400 to the bead tool ball screw 2181 such thatrotation of the motor 1400 shaft causes rotation of the bead tool ballscrew 2181. A bead tool control link 2182 is mounted on the bead toolball screw 2181 such that rotation of the bead tool ball screw 2181causes a linear motion of the bead tool control link 2182 along the axisof the bead tool ball screw 2181. A pivot pin 2184 passes through afixed bore in the bead tool structure 2110. The bead tool arm 2130contains a bore through which the bead tool pivot pin 2184 passesthrough, allowing the bead tool arm 2130 to rotate around the axis ofthe bead tool pivot pin 2184 relative to the bead tool structure 2110.The bead tool control pin 2183 passes through another bore in the beadtool arm 2130 located rearward of the bead tool pivot pin 2184. The beadtool pivot pin 2184 passes through the bead tool bearings 2140. Thesides of the bead tool arm 2130 rotate between the bead tool bearings2140.

The bead tool control link 2182 has a fork feature through which thebead tool control pin 2183 passes. The fork feature controls thelocation of the bead tool control pin 2183 in the axis of the bead toolball screw 2181 while allowing it to move relate to the bead toolcontrol link 2182 in the other two principal directions. As the beadtool control link 2182 is moved up, it forces the bead tool control pin2183 to move up as well, causing the bead tool arm 2130 to rotateclockwise on the bead tool pivot pin 2184, affecting a downwards motionof the tip of the bead tool end effector 2170. In this way, the angle ofthe bead tool end effector 2170 may be controlled by the motion of themotor 1400. Distance sensors 1221 may be used in combination with theknown location of the bead tool pivot pin 2184 to calculate the angle ofthe bead tool arm 2130. Alternatively, rotary encoders, angle sensors,or any other suitable sensor may be used. The motor 1400, bead tool ballscrew 2181, and bead tool coupling 2180 may be replaced with a linearactuator 1350.

The bead tool end effector 2170 is preferably mechanically coupled tothe distal end of the bead tool arm 2130; however, the bead tool endeffector 2170 may also be formed as an integral part of the bead toolarm 2130. The bead tool end effector 2170 is sufficiently strong andrigid to not deform substantially when contacting the rim or rubber ofthe TWA 1610. The linear actuator 1350 is of sufficient strength andrigidity to actuate the bead tool system 82100 with enough force todeform the tire in the TWA 1610.

As can be seen in FIG. 69 of the drawings, bead tool end effector 2170includes an upper hook 2171 and lower hook 2172. The upper hook 2171 maybe used for aligning with the rim of the TWA 1610. The lower hook 2172may be used for hooking the edge or bead of the tire in the TWA 1610 andto manipulate the bead outside the face of the rim to facilitate removalof the front bead of the tire from the rim.

FIG. 70 of the drawings shows another form of the bead tool end effector2170. A major drawback of traditional bead tools is the significantamount of sliding friction they create between the tire 1611 and thebead tool end effector 2170. To remedy this problem, the bead tool endeffector 2170 may include bead tool rollers 2173 which are free torotate relative to the bead tool end effector 2170. The bead toolrollers 2173 are ideally available as commercial off-the-shelf rollerbearings that are fastened to the bead tool end effector 2170 usingpins. The bead tool rollers 2173 introduce a rolling element between thetire 1611, rim 1612, and the bead tool end effector 2170, reducing theoverall friction of the system. This reduction reduces the drive torquerequired to rotate the TWA 1610 relative to the bead tool end effector2170, reduces the loading on the bead tool end effector 2170, and aidsin bead removal.

It is also envisioned to be within the scope of the present invention toform the bead tool rollers 2173 as balls, rollers, ball bearings, orroller bearings. In the case of cylindrical rolling elements, pins andpockets in the bead tool end effector 2170 may be used to join the beadtool end effector 2170 to the bead tool rollers 2173. In the case ofspherical rolling elements, pockets, detents, and peens may be used. Thebead tool rollers 2173 may also be made of a low friction material or becoated in a low friction material. In an alternative form, the rollers2173 may be stationary, fixed to the bead tool end effector 2170, orintegrated into the bead tool end effector 2170 as a single part.

The bead tool system 82100 preferably further includes a distance sensor1221, one or more load cells 1230 and one or more proximity sensors1211. The distance sensor 1221 is configured to adequately measure thedistance between the TWA 1610 and the contact point of the bead tool endeffector 2170 with the TWA 1610. This information can be used toposition the bead tool system 1100 in 3D space with respect to thecoordinate frame of the TWA 1610. The point of contact between the beadtool end effector 2170 and the TWA 1610 is formed by the tip of the beadtool end effector 2170 and a circle with a diameter slightly, such as 5mm, larger than the circle formed by circle where the tire 1611 and rim1612 meet on the face of the TWA 1610.

In addition to distance measurements, the load cells 1230 can be used tomeasure the load on the robotic bead tool system 82100 to determine whenminimum loads or overloads have been reached and to supplement thedistance sensor 1221 in measuring success in the various bead removalprocess steps. Overload/minimum load measurements are done by comparingthe current load on the load cell 1230 to pre-set values. Using loadcells 1230 to measure successful bead removal is done by comparing thegeometry of the load-insertion distance curve to a “control curve” whichincludes a “bead removal” datum that can be referenced to the measuredcurve to determine if this point has been reached in the currentprocess.

An exemplary motion profile for the insertion of the bead tool endeffector 2170 during the bead removal operation performed by the beadtool system 82100 is shown in FIG. 71 of the drawings. The informationprovided by the distance sensor 1221 on the linear actuator 1350 can beused to determine the distance the bead tool system 82100 has advancedinto the TWA 1610, which is a measure of the “tool insertion distance”and can be used to determine when the bead tool end effector 2170 hasinserted itself past the bead. This determination is made by comparingthe tool insertion distance to the expected bead depth of the TWA 1610being worked on, when the insertion distance is greater than theexpected bead depth, plus some margin.

When retracting the bead tool system 82100 to initiate pulling the beadof the tire over the rim, the distance sensor 1221 may be used todetermine the “overlap” of the bead on the TWA 1610, where the overlapis defined as the distance past the front of the rim that the beadtravels. This is helpful in determining whether the bead has been pulledfar enough past the rim to initiate the next step in the bead removalprocess.

In the motion profile shown in FIG. 71 of the drawings, the bead toolfirst presses against the face of the TWA 1610 axially until the beadtool depresses the tire 1611 and forms a gap between the tire 1611 andrim 1612. The tool then moves in alternating steps of radial motiontowards the center of the TWA 1610 and axial motion into the TWA 1610 towiden the gap between tire 1611 and rim 1612. At the final step of axialtravel, the lower hook 2172 passes over the lip of the tire 1611, whichsnaps into the hook 2172 and causes it to become latched to the beadtool end effector 2172. At this point, the bead tool end effector 2172may be retracted from the TWA 1610 using the linear actuator 1350,stretching the edge of the tire 1611 over the rim 1612 and beginning thebead removal process.

Preferably, the bead tool system 82100 is fully autonomous; however, thebead tool system 82100 may also be operated manually orsemi-autonomously. For example, the bead tool system 82100 may beoperated by hand, via a wired or remote panel on-site, viateleoperation, or by any other means.

Now referencing FIGS. 81-83 of the drawings, the inflation tool system2401 formed in accordance with the present invention preferably includesan inflation valve 2413, an inflation arm 2430, an airline 2440 having agenerally cylindrical side wall that defines an internal bore, apressure sensor 1280 and a linear actuator 1350. The inflation arm 2430includes a first end and a second end situated opposite the proximalend. The first end of the inflation arm 2430 is mounted to the blockcarriage 1351 of the linear actuator 1350.

The airline 2440 includes a first axial end and a second axial enddisposed opposite to the first axial end. Preferably, the first axialend of the airline 2440 is connected to a pneumatic air source via aconnector, such as an industrial quick connect valve or pneumaticmanifold, as is standard in industry. Even more preferably, the airline2440 is connected to an industrial quick connect fitting on the roboticapparatus 1101, which may be connected to an existing airline or aircompressor in the location of use. The inflation valve 2413 is connectedto the second axial end of the airline 2440 and is in fluidcommunication with the internal bore of the airline 2440. An inflationvalve seal 2421 may be fitted onto or around the inflation valve 2413 tofacilitate sealing against surfaces, such as the valve stem 1614 of theTWA 1610. The inflation valve 2413 is sized to fit over the valve stemof a TWA 1610. The inflation valve 2413 and airline 2440 are able towithstand a continuous pressure adequate for fast tire inflation, suchas 50 PSI-gauge. The inflation valve 2413 and airline 2440 are attachedto the inflation arm 2430 in such a way that the airline 2440 doesn'tcrimp or bend in response to movement in the inflation arm 2430.

As described above, the inflation arm 2430 is attached to and moveableby the linear actuator 1350 such that the inflation valve 2413 can beselectively positioned over the valve stem 1614 of the TWA 1610. As willbe described in greater detail in the forthcoming paragraphs, thegripper system 82200 is able to move the tire axially perpendicular tothe motion of the inflation arm 2430. Once the inflation arm 2430 islocated axially relative to the TWA 1610 such that the inflation valve2413 is positioned over the valve stem 1614, the gripper system 82200 isable to shift the tire up to press the inflation valve 2413 over thevalve stem 1614 such that a seal is formed around the valve stem 1614,allowing for filling of the valve stem 1614 and thus the tire 1611.After a seal is formed between the valve stem 1614 and the inflationvalve 2413, pressurized air from pneumatic air source is allowed to flowinto the seal from a typical control valve (not shown). The pressurizedair forms a pressurized environment inside the seal, forcing air intothe valve stem 1614 and thus, the tire, thereby inflating it. In anotherform, the inflation valve 2413 may clamp, align or mate with the valvestem 1614, rather than sealing over it. In yet another form, as shown inFIG. 83 of the drawings, an annular seal 2450 seals a portion or theentirety of the surface of the tire that the valve stem 1614 protrudesfrom, whereby the entire space inside the annular seal 2450 may bepressurized to fill the TWA 1610. The inflation arm 2430 is preferablyformed to be sufficiently strong and rigid to withstand the forcerequired to seal the inflation valve 2413 without excessive deflectionor yielding.

The pressure sensor 1280 is preferably connected to the inflation valve2413 or the airline 2440 and is configured to measure the internalpressure in the tire via the inflation valve 2413 and the airline 2440.For example, the pressure sensor 1280 may measure the pressure withinthe internal bore of the airline 2440, which is in fluid communicationwith the inflation valve 2413 and valve stem 1614 connected thereto,that is, when the inflation valve 2413 is sealed to the valve stem 1614.The pressure sensor 1280 is preferably in electrical communication witheither the controller 160 or the input/output module 1541 of the roboticapparatus 1101 such that measurements taken by the pressure sensor 1280can be communicated thereto and processed.

The inflation tool system 2401 may further include a distance sensor1221, which can be used with the inflation arm 2430 to determine thedistance from the inflation valve 2413 to the TWA 1610 or valve stem1614 for the purpose of aiding in sealing the inflation valve 2413. Theinflation tool system 2401 may also include a load cell 1230, which maybe used to measure the load on the inflation valve 2413 to ensure a sealis achieved using force feedback. Preferably, the inflation tool system2401 is fully autonomous; however, the inflation tool system 2401 mayalso be operated manually or semi-autonomously. For example, theinflation tool system 2401 may be operated by hand, via a wired orremote panel on-site, via teleoperation or by any other means.

Now referencing FIG. 84 of the drawings, the cleaning tool system 2500formed in accordance with the present invention comprises a cleaning arm2513, a cleaning end effector 2520, a cleaning drive system 2530 and alinear actuator 1350. More specifically, the cleaning arm has a firstend and an oppositely disposed second end. The first end is mounted tothe block carriage 1351 of the linear actuator 1350. The cleaning drivesystem 2530 is mounted to a portion of the second end of the cleaningarm 2513. As will be explained in greater detail in the forthcomingparagraph, the cleaning end effector 2520 is mechanically coupled to thecleaning drive system 2530 via an output shaft and is driven, preferablyrotatably driven, by the cleaning drive system 2530.

The cleaning drive system 2530 is preferably a rotational drive, such asa direct drive motor, a belt drive system, a gear drive or other type ofrotary drive. Nevertheless, the cleaning drive system 2530 may alsoinclude any suitable reciprocating drive, such as a cam follower or arack and pinion. The cleaning drive system 2530 is used to producerelative motion between the cleaning end effector 2520 and the TWA 1610.The output shaft of the cleaning drive system 2530 is ideally attacheddirectly to the cleaning end effector 2520 such that motion from theoutput shaft of the cleaning drive system 2530 directly actuates thecleaning end effector 2520. The relative motion of the cleaning endeffector 2520 to the TWA 1610 produces a cleaning effect on debris andcorrosion on the TWA 1610 via a scraping, rubbing, dissolving, adhesion,abrasion, or other action sufficient to remove the debris and corrosionfrom the surface. Alternatively, the relative motion between thecleaning end effector 2520 and the TWA 1610 may be produced via motionof the cleaning arm 2513. The cleaning end effector 2520 may be formedas a wire wheel, a sanding wheel, a buffing wheel, a wax applicator, asolvent wheel, a brush or any other end effector that has a structurethat is capable of cleaning debris and/or corrosion off the TWA 1610.

The cleaning tool system 2500 may further include a distance sensor 1221for sensing the distance between the cleaning end effector 2520 and theTWA 1610, and a load cell 1230 for sensing the force the cleaning endeffector 2520 is applying to the TWA 1610. Preferably, the cleaning toolsystem 2500 is fully autonomous; however, the cleaning tool system 2500may also be operated manually or semi-autonomously. For example, thecleaning tool system 2500 may be operated by hand, via a wired or remotepanel on-site, via teleoperation or by any other means.

Now referencing FIGS. 85 and 86 of the drawings, the lubrication toolsystem 2600 formed in accordance with the present invention comprises alubrication arm 2611, a lubrication end effector 2621 or a lubricantspray head 2630, a lubrication line 2640 having a generally cylindricalside wall that defines an internal bore and a linear actuator 1350. Thelubrication arm 2611 includes a first end and an oppositely disposedsecond end. The first end of the lubrication arm 2611 is mounted to theblock carriage 1351 of the linear actuator 1350 such that thelubrication arm 2611 is selectively moveable by the linear actuator1350.

The lubrication line 2640 includes a first axial end and a second axialend disposed opposite to the first axial end. Preferably, the firstaxial end of the lubrication line 2640 is connected to a lubricationsource (not shown), such as a reservoir or a lubricant manifold, via aconnector, such as an industrial quick connect fitting, which also maybe situated on the robotic apparatus 1101.

As shown in FIG. 85 of the drawings, the lubrication end effector 2621is mounted to a portion of the second end of the lubrication arm 2611.The lubrication end effector 2621 is connected to the second axial endof the lubrication line 2640 and is in fluid communication with theinternal bore of the lubrication line 2640. Again, the lubrication arm2611 is also mounted to the block carriage 1351 of the linear actuator1350. As such, the lubrication end effector 2621 is also selectivelymovable by the linear actuator 1350. The lubrication end effector 2621is preferably formed as a lubricant brush; however, the lubrication endeffector 2621 may also be a lubrication wheel, a stick of lubrication orany other commercial lubrication tool or lubricating method. Thelubrication end effector 2621 is pushed or placed against the TWA 1610in the locations in which lubrication is desired. Alternatively, thelubrication end effector 2621 may move relative to the TWA 1610 or viceversa to apply lubrication along a path on the TWA 1610.

Alternatively, as shown in FIG. 86 of the drawings, the lubricant sprayhead 2630 is mounted to a portion of the second end of the lubricationarm 2611. The lubricant spray head 2630 is connected to the second axialend of the lubrication line 2640 and is in fluid communication with theinternal bore of the lubrication line 2640. Again, the lubrication arm2611 is also mounted to the block carriage 1351 of the linear actuator1350. As such, the lubricant spray head 2630 is also selectively movableby the linear actuator 1350. The lubricant spray head 2630 is placed inthe location on the TWA 1610 in which lubrication is desired and thelubricant spray head 2630 is actuated to apply a spray of lubricant tothe location. Alternatively, the lubricant spray head 2630 may moverelative to the TWA 1610 or vice versa to spray lubrication along a pathon the TWA 1610.

The lubrication tool system 2600 may further include a distance sensor1221 to sense the distance between the lubrication end effector 2621 andthe TWA 1610 or the distance between the lubricant spray head 2630 andthe TWA 1610. As described above, the distance sensor may be mounted tothe lubrication arm 2611, the lubrication end effector 2621 or thelubricant spray head 2630. Alternatively, as also described above, thedistance sensor 1221 may be mounted to a portion of the housing of thelinear actuator 1350.

The lubrication end effector 2621 shown in FIG. 85 of the drawings mayalso be instrumented with a load cell 1230 to sense the force applied bythe lubrication end effector 2621 against the TWA 1610. Preferably, thelubrication tool system 2600 is fully autonomous; however, thelubrication tool system 2600 may also be operated manually orsemi-autonomously. For example, the lubrication tool system 2600 may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

Now making reference to FIG. 87 of the drawings, the valve tool system2700 formed in accordance with the present invention comprises a valvetool arm 2711, a stem driver 2720, a cap driver 2730, a stem driverspring 2740, a cap driver spring 2750, valve stem rotary drives 2760 anda linear actuator 1350. The valve tool arm 2711 includes a first end andan oppositely disposed second end. The first end of the valve tool arm2711 is mounted to the block carriage 1351 of the linear actuator 1350such that the valve tool arm 2711 is selectively moveable by the linearactuator 1350. The stem driver 2720, the cap driver 2730 and the valvestem rotary drives 2760 are preferably mounted to a portion of thesecond end of the valve tool arm 2711. Accordingly, the valve tool arm2711, as well as the stem driver 2720 and the cap driver 2730 mountedthereto, are selectively movable by the linear actuator 1350 relative tothe TWA 1610.

The stem driver 2720 has a tip which is contoured to interface withstandard valve stems. The stem driver 2720 is backed by stem driverspring 2740 to spring-load it against the valve stem. The stem driverspring 2740 gives the stem driver 2720 play against the valve stem andallows it to unscrew or screw the valve stem by applying even pressureduring the linear move associated unscrewing or screwing in the valvestem. The stem driver 2720 is mechanically coupled to one valve stemrotary drive 2760 via an output shaft of the valve stem rotary drive2760 and is driven, preferably rotatably driven, by the valve stemrotary drive 2760 (i.e., the stem driver 2720 is rotated by the valvestem rotary drive 2760). The valve stem rotary drive 2760 is preferablya direct drive motor, but may be powered by a belt drive, a gear driveor other type of rotary drive.

The cap driver 2730 is designed to grasp the cap of a valve stem at oneor more points. The cap driver 2730 is backed by the cap driver spring2750 to spring-load it against the valve cap. The cap driver spring 2750gives the cap driver 2730 play against the valve cap and allows it tounscrew or screw the valve cap by applying even pressure during thelinear move associated with the unscrewing or screwing in of the valvecap. The cap driver 2730 is mechanically coupled to one valve stemrotary drive 2760 via an output shaft of the valve stem rotary drive2760 and is driven, preferably rotatably driven, by the valve stemrotary drive 2760 (i.e., the cap driver 2730 is rotated by the valvestem rotary drive 2760). The valve stem rotary drive 2760 is preferablya direct drive motor, but may be powered by a belt drive, a gear driveor other type of rotary drive.

Preferably, the valve tool system 2700 is fully autonomous; however, thevalve tool system 2700 may also be operated manually orsemi-autonomously. For example, the valve tool system 2700 may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

Now referencing FIGS. 133 and 134 of the drawings, the alignment tool2800 formed in accordance with the present invention preferablycomprises an alignment end effector 2820, an alignment arm 2810, analignment drive system 2830, alignment tool sensors 2840 and a linearactuator 1350. The alignment arm 2810 includes a first end and anoppositely disposed second end. The first end of the alignment arm 2810is mounted to the block carriage 1351 of the linear actuator 1350 suchthat the alignment arm 2810 is selectively moveable by the linearactuator 1350. The alignment end effector 2820, the alignment drivesystem 2830 and the alignment tool sensors 2840 are preferably mountedto a portion of the second end of the alignment arm 2810. Accordingly,the alignment arm 2810, as well as the alignment end effector 2820, thealignment drive system 2830 and the alignment tool sensors 2840 mountedthereto, are selectively movable by the linear actuator 1350 relative tothe TWA 1610.

The alignment end effector 2820 is mechanically coupled to alignmentdrive system 2830 via an output shaft of the alignment drive system 2830and is driven, preferably rotatably driven, by the alignment drivesystem 2830 (i.e., alignment end effector 2820 is rotated by thealignment drive system 2830). The alignment end effector 2820 isconfigured to interface with an alignment screw 1650 and, when driven bythe alignment drive system 2830, rotate the alignment screw 1650 toadjust the alignment of the TWAs 1610 of the vehicle 1600. Morespecifically, as can be seen in FIG. 134 of the drawings, the alignmenttool 2800 is engageable with the alignment screw 1650 installed on thevehicle. As described above, the alignment end effector 2820 of thealignment tool 2800 interfaces with the alignment screw 1650 and isselectively rotatable by the alignment drive system 2830, which causesthe alignment screw 1650 that is interfaced with the alignment endeffector 2820 to be correspondingly rotated. By rotating the alignmentscrew 1650, the alignment of the associated TWA 1610 may be adjusted.

The alignment tool sensor 2840 is preferably a position sensor that cansense the position of the alignment screw 1650 or TWA 1610. Thealignment tool sensor 2840 and alignment drive system 2830 are poweredby and communicate with the electrical panel 1103 of the roboticapparatus 1101 and/or the control unit 160.

It is envisioned to be within the scope of the present invention to havethe alignment end effector 2820 of the alignment tool 2800 be driven byan off-tool drive system rather than the alignment drive system 2830. Itis also envisioned to be within the scope of the present invention touse multiple linear actuators 1350 to move the components of thealignment tool 2800 relative to the TWA 1610.

Preferably, the alignment tool 2800 is fully autonomous; however, thealignment tool 2800 may also be operated manually or semi-autonomously.For example, the alignment tool 2800 may be operated by hand, via awired or remote panel on-site, via teleoperation or by any other means.As mentioned above, like the other tooling, the alignment tool 2800 maybe mounted to the frame 1102 of the robotic apparatus 1101 or may beused independently and selectively mated to the end effector 128 of aparticular bot 120.

FIGS. 72-80 and 143 of the drawings show several embodiments of a tiregripper system 82200 formed in accordance with the present invention.The tire gripper system 82200 is used to manipulate the TWA 1610. Forexample, the gripper system 82200 may be used to stabilize the TWA 1610and to effect rotation of the TWA 1610 to perform a particular tireservicing procedure. In one form, the tire gripper system 82200 includesa plurality of grippers 2270, one or more of which is driven by agripper drive system 2260 to effect rotation of the TWA 1610. In anotherform, the tire gripper system includes a rotatable turntable 2360 ontowhich a plurality of grippers 2270 are mounted. In yet another form, thetire gripper system includes a face gripper 2300 that is engageable withthe hub of the TWA 1610 and is driven by a gripper drive system 2260 toeffect rotation of the TWA 1610.

As described above, in accordance with one form of the presentinvention, the tire gripper system 82200 includes one or more grippers2270, at least one of which is driven by a gripper drive system 2260 toeffect rotation of the TWA 1610. More specifically, as can be seen inFIGS. 72-74 of the drawings, in one form, the gripper 2270 is mountableto a drive assembly 5050 comprising a gripper base 2210, a gripper pin82220, a gripper flange 2250, a gripper drive system 2260, a gripperbearing 2230 and a gripper pulley 2240. In one form, the gripper 2270includes a first end 5034 and a second end 5036 disposed opposite to thefirst end 5034. The second end 5036 of the gripper 2270 is engageablewith the gripper pulley 2240. The gripper pulley 2240 is generallyformed as a cylindrical member having a first end 5038 and an oppositelydisposed second end 5039. The first end 5038 of the gripper pulley 2240includes a recessed slot 5042 that extends axially inwardly therefrom.The slot 5042 has a shape that generally conforms to the shape of thesecond end 5036 of the gripper 2270 so that the second end 5036 of thegripper 2270 may be at least partially received therein. Preferably theslot 5042 and the second end of the 5036 of the gripper 2270 have arectangular cross-sectional shape; however, the slot 5042 and the secondend of the 5036 of the gripper 2270 may be formed with othercross-sectional shapes, such as hexagonal, spline shaped or roundAlternatively, a rectangular shaped “peg” may be machined onto thesecond end 5036 of the gripper 2270, which may be received in the slot5042 in the pulley 2240.

The gripper pulley 2240 further includes a bore 5044 that is situated atthe first end 5038 thereof and extends radially inwardly through thethickness of the pulley 2240 into the slot 5042. The gripper flange 2250is formed as a generally cylindrical member having a centrally locatedbore 5046 that extends through the thickness thereof. The bore 5046 hasa shape that generally conforms to the shape of the second end 5036 ofthe gripper 2270 so that the second end 5036 of the gripper 2270 may beat least partially inserted therethrough.

As can be seen in FIG. 74 of the drawings, the second end 5036 of thegripper 2270 is aligned with each of the bore 5046 in the gripper flange2250 and the slot 5042 in the first end 5038 of the gripper pulley 2240,and is inserted through the bore 5046 in the gripper flange 2250 andinto the slot 5042 in the first end 5038 of the gripper pulley 2240. Thegripper pin 82220 is inserted through the bore 5044 in the gripperpulley 2240 and engages the second end 5036 of the gripper 2270 that issituated in the slot 5042, thereby joining the gripper 2270, gripperflange 2250 and gripper pulley 2240 together and retaining the secondend 5036 of the gripper 2270 in the slot 5042. Nevertheless, it is alsoenvisioned to be within the scope of the present invention to utilizeother structures and techniques to retain the gripper 2270 in thegripper pulley 2240 and/or join the gripper 2270 to the gripper pulley2240, such as a retaining ring, a shaft collar, a peen, an adhesive, aknurl, press-fit, shrink fitting, a magnet or an electromagnet.

The gripper pulley 2240 is mounted, joined, fastened or otherwiseaffixed to the gripper bearing 2230, preferably with fasteners.Similarly, the gripper bearing 2230 is mounted, joined, fastened orotherwise affixed to the gripper base 2210 with fasteners. In one form,as shown in FIG. 74 of the drawings, the gripper drive system 2260drives the gripper pulley 2240 directly. More specifically, the shaft5048 of the gripper drive system 2260 may be directly connected to thegripper base 2210. Nevertheless, in other forms, a belt (not shown) maybe used to drive the gripper pulley 2240 so that the gripper drivesystem 2260 can be offset from the drive assembly 5050, in particular,from the gripper pulley 2240 of the drive assembly 5050. Furthermore, agear drive, a hydraulic motor, a pneumatic motor or any other systemthat produces rotation may be used to rotational drive the gripper 2270.Even furthermore, multiple grippers 2270 may be controlled, moved anddriven by the same gripper drive system 2260, gripper pulley 2240, andother components.

The gripper flange 2250 serves as a backstop for the TWA 1610. Morespecifically, during some tire servicing operations, once the tire 1611is removed from the rim 1612, the tire 1611 can become flexible due tothe lack of tension on it. This lack of tension can cause the grippers2270 to have difficulty retaining the tire 1611 axially. The gripperflange 2250 provides a backstop which stops the tire 1611 from advancingaxially past that point, allowing for more reliable locating andmanipulation of the tire 1611.

As can be seen in FIGS. 73 and 143 of the drawings, the gripper 2270 anddrive assembly 5050 are mounted to a gripper mounting plate 2211. Morespecifically, the gripper mounting plate 2211 includes a proximal end5052 and an oppositely disposed distal end 5054. Preferably, the driveassembly 5050 is mounted to the gripper mounting plate 2211 in proximityto the distal end 5054 thereof and the proximal end 5052 of the grippermounting plate 2211 is mounted to the block carriage 1351 of a linearactuator 1350. Accordingly, linear movement of the carriage block 1351results in movement of the gripper mounting plate 2211 and thus, thedrive assembly 5050 and gripper 2270 attached thereto.

The gripper system 82200 may also include load cells 1230, which areinstalled thereon, in particular, on one or more of the components ofthe linear actuator 1350, the gripper 2270, the drive assembly 5050 orthe mounting plate 2211, to measure the compressive force of the gripper2270 on the TWA 1610 and facilitate proper compression and torquetransfer. The gripper system 82200 may further include distance sensors1221, which are installed thereon, in particular, on one or more of thecomponents of the linear actuator 1350, the gripper 2270, the driveassembly 5050 or the mounting plate 2211, to measure the distance of thegrippers 2270 to the TWA 1610 and/or the distance from the grippersystem 82200 to other aspects or components of the robotic automotiveservice system 1100 formed in accordance with the present invention.

As can be seen in FIG. 143 of the drawings, the robotic apparatus 1101may include three grippers 2270, each of which is driven by a respectivegripper drive system 2260. More specifically, as described above, eachof the linear actuators 1350 that are coupled to the drive assembly 5050of a respective rotationally driven gripper 2270 is mounted to the frame1102 of the robotic apparatus 1101. The linear actuators 1350 areconfigured on the gripper system 82200, which is mounted to the frame1102 of the robotic apparatus 1101, to provide linear movement in theradial direction of the TWA 1610. The gripper 2270 is designed tocontact the TWA 1610 such that rotation of the gripper 2270 causes theTWA 1610 be correspondingly rotated. The motion of the linear actuator1350 allows the gripper system 82200 to drive the gripper 2270 intocloser or farther contact with the TWA 1610.

As can be seen in FIG. 143 of the drawings, the robotic apparatus 1101may include one or more grippers 2270, at least one of which is drivenby a gripper drive system 2260 to effect rotational movement of thegripper 2270 and rotate the TWA 1610. Preferably, the robotic apparatus1101 includes three grippers 2270, each of which is rotationally drivenby a respective gripper drive system 2260 that is mechanically coupledthereto. In addition to driving rotation of the TWA 1610, the grippersystem 82200 can be used to manipulate the TWA 1610 position andorientation. Again, with reference to FIG. 143 of the drawings, somenon-exclusionary examples of manipulation are as follows:

(1) By tilting the gripper system 82200 forward or backwards, the TWA1610 may also be tilted. Alternatively, this motion allows the grippers2270 of the gripper system 82200 to approach the TWA 1610 off-angle.

(2) By moving all the grippers 2270 of the gripper system 82200 in onedirection an equal amount, the TWA 1610 position can be manipulated thesame amount. For instance, moving all the grippers 2270 of the grippersystem 82200 to the right 100 mm in the image would shift the center ofthe TWA 1610 to the right 100 mm.

(3) By moving the gripper 2270 of the gripper system 82200asymmetrically, the TWA 1610 position can be adjusted relative to thecenter point between all the grippers 2270 of the gripper system 82200.For example, moving the upper gripper inwards and the lower grippersoutwards would move the center of the TWA 1610 downwards.

(4) Moving the center of the TWA 1610 relative to the center pointbetween all the grippers 2270 of the gripper system 82200 allows fornon-concentric rotation of the TWA 1610 relative to that point.

As also described above, in accordance with another form of the presentinvention, the tire gripper system 82200 includes a rotatable turntable2360 to which a plurality of grippers 2270 are connected. Morespecifically, as can be seen in FIG. 79 of the drawings, a plurality ofgrippers 2270, which are preferably stationary and non-rotational (i.e.,the grippers 2270 are fixed from rotating along their own longitudinalaxes), are affixed to a first gripper base 2210A and a second gripperbase 2210B. Each of the first gripper base 2210A and the second gripperbase 2210B is engaged with one or more elongated tracks situated on theturntable 2360 and is reciprocatingly movable thereon. A first linearactuator 1350A and a second linear actuator 1350B, each of which ispreferably a pneumatic linear actuator that includes a cylindricalhousing and a rod that is selectively extendable therefrom andretractable therein upon the application of pneumatic force from apneumatic air source (not shown), are mounted to the turntable 2360. Therods of the linear actuators 1350A, 1350B are mechanically coupled to arespective one of the first and second gripper bases 2210A, 2210B. Thelinear actuators 1350A, 1350B drive the gripper bases 2210A, 2210B, aswell as the grippers 2270 attached thereto, inwardly and outwardlyrelative to one another along the tracks to grip and release the TWA1610. The movement of the linear actuators cause the grippers 2270 to bepressed into the tire 1611, ideally causing some deformation of the tire1611 around the gripper 2270. As long as the grippers 2270 are heldagainst the tire 1611 of the TWA 1610 and not retracted therefrom, theyproduce a positive drive contact patch on the TWA 1610, allowing thegripper turntable 2360 to rotate the TWA 1610.

As can be seen in FIG. 80 of the drawings, preferably, the grippers 2270are spaced apart from one another on the first and second gripper bases2210A, 2210B such that, when the TWA 1610 is gripped by the grippersystem 82200, the grippers 2270 are situated on opposite sides of thediameter 5002 of the tire 1611, the diameter 5002 of the tire 1611 beingthe longest chord between any two points on the circumference of thetire 1611. The distance 5001 between any two grippers 2270 is preferablyless than the diameter 5002 of the tire 1611.

As the TWA 1610 is rotated by the gripper turntable 2360, a force whichacts in a direction opposite to the direction of rotation of the gripperturntable 2360 (a “reverse force” is generated by various objects andcomponents. For example, if the TWA 1610 is on the vehicle, thetransmission of the vehicle generates a force that acts in a directionthat is opposite to direction of rotation of the gripper turntable 2360and TWA 1611 gripped thereby. Similarly, various tooling that is engagedwith portions of the TWA 1610 creates a similar “reverse force”. As theTWA 1610 is rotated by the gripper turntable 2360, due to thepositioning of the grippers 2270 on opposite sides of the diameter 5002of the tire 1611, at least some of the grippers 2270 (e.g., half of thegrippers 2270 if four grippers 2270 mounted to the turntable 2360) actagainst the reverse force and are further driven against the tire 1611in a direction of increasing chord length of the tire 1611 (i.e.,towards the diameter 5002 of the tire 1611). This increases the grip ofthe grippers 2270 against the tire 1611 as the gripper turntable 2360rotates the TWA 1610. In comparison, the grip of the grippers 2270against the tire 1611 generally decreases as the distance 5001 betweenany two grippers 2270 increases towards the diameter 5002 of the tire(e.g., the grippers 2270 are situated closer to the diameter 5002 of thetire 1611).

Some tire servicing procedures and tooling require the TWA 1610 berotated at least one full turn (i.e., a complete revolution of 360degrees). While it is possible for the gripper turntable 2360 to rotatethe TWA 1610 in a full rotation (i.e., 360 degrees or greater) toaccomplish a particular tire servicing procedure, to reduce the size ofthe travel path of the grippers 2270, for example, on the roboticapparatus, the rotation action may follow a pattern by which thegrippers 2270 grip the TWA 1610, the gripper turntable 2360 rotates theTWA 1610 for a partial rotation, such as 10 degrees, the grippers 2270release the TWA 1610, the gripper turntable 2360 rotates in an oppositedirection back to its starting position. This pattern may be repeateduntil the TWA 1610 has been rotated by the amount required for theparticular tire servicing procedure.

Preferably, the gripper turntable 2360 is mounted to a bearing (notshown) which is in turn mounted to the frame 1102 of the roboticapparatus 1101 such that it may rotate about the centerline of thebearing. A motor 1400 is mechanically coupled to the turntable 2360 toeffect rotation thereof.

As also described above, in accordance with yet another form of thepresent invention, the tire gripper system 82200 includes a face gripper2300 that is engageable with the hub of the TWA 1610 and is driven by agripper drive system 2260 to effect rotation of the TWA 1610. Morespecifically, as can be seen in FIG. 76 of the drawings, the facegripper 2300 preferably includes a face gripper pin housing 2340 havinga first end 5058, an oppositely disposed second end 5061, a generallycylindrical side wall 5056 that extends between the first end 5058 andthe second end 5061. The first end of the face gripper pin housing 2340is preferably open. A face gripper back plate 2310 extends between theside wall 5056 in proximity to the second end 5061 of the face gripperpin housing 2340 and at least partially closes the second end 5061 ofthe face gripper pin housing 2340. In an alternative embodiment, ratherthan being formed as an integral part of the face gripper pin housing2340, the back plate 2310 may be mounted to the pin housing 2340 usingfasteners. A pulley 2240 is preferably mounted to the back plate 2310using fasteners. The pulley 2240 is mechanically coupled to a gripperdrive system 2260 and rotatably driven thereby to effect rotationalmovement of the face gripper 2300. The cylindrical side wall 5056 andthe face gripper back plate 2310 define a cavity 5062 in which aplurality of face gripper pins 2320 and a plurality of face gripper pinsprings 2330 are situated.

More specifically, the face gripper pins 2320 and face gripper pinsprings 2330 are packed inside the cavity 5062 of the pin housing 2340.The number of face gripper pins 2320 and face gripper pin springs 2330may be variable, but in general, should be as large as possible whilestill allowing for free movement of the components within the cavity5062. The face gripper back plate 2310 closes the back of the facegripper pin housing 2340 (i.e., the second end 5061).

The face gripper pins 2320 are attached to the face gripper pin springs2330 in such a way that the face gripper pin springs 2330 tend to pushor bias the face gripper pins 2320 axially, at least partially out ofthe first end 5058 of the pin housing 2340. The face gripper pin springs2330 are attached at the back to the face gripper pin housing 2340. Theattachment between the face gripper pins 2320 and face gripper pinsprings 2330 and pin housing 2340 is such that the face gripper pins2320 cannot pull away from the face gripper pin springs 2330, whichcannot pull away from the pin housing 2340, such that the face gripperpins 2320 cannot be pushed completely out of the pin housing 2340.

Each face gripper pin 2320 and its corresponding face gripper pin spring2330 can move axially and independently from other face gripper pins2320 and their respective pin spring 2330. As one or more face gripperpins 2320 advance into an object, such as the lug nuts 1613 of the TWA1610, they are depressed (i.e., pushed inwardly towards the back of thehousing 2340), while the face gripper pins 2320 that have not contactedan object stay in position axially. In this way, the packed face gripperpins 2320 roughly conform to the shape of the tire component that theface gripper 2300 is being advanced into and/or against. The resolutionthat the face gripper pins 2320 can conform to is related to the numberand size of the face gripper pins 2320. When depressed, the face gripperpins 2320 experience a restoring force by the face gripper pin springs2330 which tends to push the face gripper pins 2320 out and towards theobject and/or component depressing them, such that when the object isremoved or the face gripper system 2300 is retracted, the face gripperpin springs 2330 restore the face gripper pins 2320 to their originalposition, in which they at least partially extend axially from the firstend 5058 of the pin housing 2340.

As can be seen in FIG. 77 of the drawings, the face gripper 2300interfaces with the TWA 1610 by gripping the TWA 1610 by the lugpositions of the rim. More specifically, the face gripper 2300 isactuated axially such that the face gripper pins 2320 push against theface of the rim. As face gripper 2300 is actuated farther, the facegripper pins 2320 that are not lined up with the lug positions arecompressed into the face gripper pin springs 2330, while the facegripper pins 2320 that are aligned with the lug positions are able tocontinue moving axially into the lug positions and engaged therewith.

Once the face gripper pins 2320 are engaged with the lug positions, thegripper drive system 2260 can rotate the face gripper pin housing 2340,which pushes the face gripper pins 2320 radially into the walls of thelug positions, applying torque to the TWA 1610 and aiding in therotation of the TWA 1610.

In an alternate embodiment of the face gripper 2300, the face gripperpins 2320 may drive torque into the TWA 1610 by engaging any space,face, edge, point or suitable feature on a component of the TWA 1610 orvehicle, such as the rim spokes.

In another alternate embodiment of the face gripper 2300, the facegripper pins 2320 may instead be a compliant component which may deformaxially as needed to line up with the driven surface, face, edge orpoint. The face gripper pins 2320 may also be any component or shapesuitable for driving torque, such as spherical balls or square keys. Theface gripper pins 2320 may also be replaced with a hydraulic orpneumatic system capable of engaging with the driven surface, face, edgeor point.

In yet another form, the tire gripper system 82200 may include a lug nutgripper 2350, as shown in FIG. 78 of the drawings, that is mechanicallycoupled to and rotatable by a gripper drive system 2260. The lug-nutgripper 2350 interfaces with the lug nuts 1613 or the cavity in the rim1612 of the TWA 1610 that the lug nuts 1613 generally resides in, suchthat when the lug-nut gripper 2350 is rotated via the gripper drivesystem 2260, the TWA 1610 is rotated as well. The lug nut gripper 2350may be mounted to the frame 1102 of the robotic apparatus 1101 or may beselectively engageable with the end effector 128 of a particular bot120.

The gripper 2270 may comprise structure and/or surface coatings thatoptimize attributes, such as friction, torque transfer, aesthetics, ormass or to reduce damage to the TWA 1610. More specifically, onedifficulty of gripping the TWA 1610 via the tire 1611 is that, afterdeflation, the tire 1611 becomes relatively flexible in the radialdirection (towards the center of the tire 1611). As such, it can bedifficult to produce enough force in the radial direction on the tire1611 to provide sufficient torque for rotating the tire 1611 or TWA 1610via friction alone, as exemplified by the following equation:

Torque=Normal Force*Friction Coefficient*tire radius

One solution is to increase the friction coefficient between the gripper2270 and the TWA 1610 (particularly between the gripper 2270 and thetire 1611 of the TWA 1610) to decrease the normal force required toproduce high torque. Various exemplary grippers 2270 that may be used toremedy or overcome the above-mentioned obstacle are shown in FIG. 75 ofthe drawings. For example, the gripper 2270 may be formed as bare metalgripper, a rubber-coated gripper 2272, a tungsten carbide (or similar)coated gripper 2273, a coated gripper 2274 (e.g., the gripper is coatedwith adhesive or sandpaper, etc.), a toothed gripper 2275, a lobedGeneva gripper 2276, a cam-style gripper 2277, a track belt gripper2278.

The lobed Geneva gripper 2276 drives torque into the tire 1611 by usingthe deformation of the tire 1611 to produce a positive drive contactpoint between the lobed Geneva gripper 2276 and the tire 1611. Everyrotation of the lobed Geneva gripper 2276 advances the tire 1611 notthrough pure friction, but through this positive contact. The cam-stylegripper 2277 drives torque into the tire 1611 by using the deformationof the tire 1611 to produce a positive drive contact point between thecam-style gripper 2277 and the tire 1611. Every rotation of thecam-style gripper 2277 advances the tire 1611 not through pure friction,but through this positive contact. The toothed gripper 2275 drivestorque into the tire 1611 by using the deformation of the tire 1611 toproduce a positive drive contact point between the toothed gripper 2275and the tire 1611. Every rotation of the toothed gripper 2275 advancesthe tire 1611 not through pure friction, but through this positivecontact. Additionally, the teeth of the toothed gripper 2275 tend toproduce and grip many small “micro-deformations” in the tire 1611 toproduce additional positive contact and tend to use the tread of thetire 1611 to produce positive contact.

Preferably, the tire gripper system 82200 is fully autonomous; however,the tire gripper system 82200 may also be operated manually orsemi-autonomously. For example, the tire gripper system 82200 may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

A robotic automotive service system 1100 formed in accordance with thepresent invention is generally shown in FIGS. 62, 132 and 135 of thedrawings. The robotic automotive service system 1100 includes one ormore robotic apparatus 1101 that may be used to perform tire servicingprocedures/operations. In a preferred embodiment, the robotic automotiveservice system 1100 contains at least two robotic apparatus 1101, oneeach for the driver and passenger side of the vehicle 1600. As describedabove, the robotic apparatus 1101 contains a frame 1102 which housescomponents, tooling, and electronics of the robotic apparatus 1101.

The robotic automotive service system 1100 further includes one or moreelectrical panels 1103 for housing electronics such as a computer 1500,a data acquisition system 1510, embedded circuit boards 1523, aprocessor 1530, a programmable logic controller 1540, a motor controller1410, an input/output module 1541 and safety module 1542; however, it isalso envisioned to be within the scope of the present invention to havethe electrical panel be formed as a component of the robotic apparatus1101.

A preferred form of the electrical panel 1103 is shown in FIG. 145 ofthe drawings. The electrical panel 1103 is preferably mounted to therobotic apparatus 1101 such that it translates with the roboticapparatus 1101; however, the electrical panel 1103 may also bestationary and mounted at a particular location. The electrical panel1103 contains input and output connectors 1104 for connecting theelectronics it houses to various systems and components of the roboticapparatus, which include: communications and power connectors from motorcontrollers 1410 to motors 1400; communications and power connectorsfrom the data acquisition system 1510 to the balancing system 3000;communications and power connectors from the input/output module 1541 tosensors 1200 such as the proximity sensor 1211, distance sensors 1221,one or more load cells 1230, a multi-axis accelerometer 1250, pressuresensor 1280; other sensors 1200 used on the robotic apparatus 1101;communications and power connectors from the vision system 1300 to theprogrammable logic controller 1540 or computer 1500; communications andpower connectors from the programmable logic controller 1540 to thecomputer 1500; and communications and power connectors from the operatorinterface 1910, the customer interface 1900 and the operator controls5210 to the computer 1500. Motors 1400, sensors 1200 such as proximitysensors 1211 and distance sensors 1221, and the vision system 1300 arepowered via connectors 1104 from the electrical panel 1103.

The robotic apparatus 1101 of the robotic automotive service system 1100may include a series of tooling, such as a bead breaker system 2000, abead tool system 82100, a series of gripper systems 2200, an inflationtool system 2401, a cleaning tool system 2500, a lubrication tool system2600, a valve stem tool system 2700 and an alignment tool system 2800,each of which was described in above. The collection of tools on therobotic apparatus 1101 is henceforth referred to as “tooling” fordescription purposes. As mentioned above, a plurality of tools or“tooling” may be mounted to the frame 1102 of the robotic apparatus 1101or the specific tooling may be selectively mounted to the end effector128 of one or more bots 120.

The robotic automotive service system 1100 is preferably capable of andconfigured to be fully autonomous so as to perform various tireservicing procedures/operations without human intervention; however, therobotic automotive service system 1100 may also be operated manually orsemi-autonomously. In the fully-autonomous embodiment, the roboticautomotive service system 1100 obtains information about the requiredservice information a via the customer interface 1900 and operatorinterface 1910. The system 1100 obtains information about the vehicle1600 and environment via onboard sensors 1200 and a vision system 1300,the signals of which are fed back to the electrical panel 1103 wherethey are distributed to the programmable logic controller 1540, dataacquisition system 1510, and control computer 1500. The computer 1500synthesizes the service information, vehicle information, andenvironment information into actionable movements and actions for therobotic apparatus 1101 to perform to fulfill the required serviceconditions. Fully-autonomous refers to the ability of the roboticautomotive service system 1100 to complete the service steps, includingobtaining any relevant information throughout the process, without humanintervention once it has received the initial inputs from the operator.

In a preferred embodiment of the invention, in fully-autonomous mode,each individual tool on the robotic apparatus 1101 is also fullyautonomous.

Semi-autonomous operation refers to the ability of the roboticautomotive service system 1100 to complete the service steps withintermittent input from an operator. In semi-autonomous operation,individual tools on the robotic apparatus 1101 may be fully autonomous,semi-autonomous, manual, or a mix of any and each.

Manual operation refers to the ability of the robotic automotive servicesystem 1100 to complete the service steps while being controlled by anoperator. In manual operation, one or more of the tools on the roboticapparatus 1101 are controlled manually by an operator.

Service information obtained by the system 1100 may include the type ofservice being performed (e.g., tire change, passenger rear tire), themake, model, and year of the vehicle, the type of tire being removed andinstalled, and other relevant information. Vehicle information obtainedby the system 1100 may include vehicle position and orientation on thelift, condition and size of the tire to be changed, and overall vehiclecondition. Throughout the process, additional information may includethe position of the system and tooling relative to the vehicle.Environmental information obtained by the system 1100 may includeverifying that no humans are within the work area, that the appropriatetire 1611 has been loaded into the system for replacement, and thatthere are no obstructions preventing the system 1100 from fulfilling itsservice.

The robotic automotive service system 1100 may be operated by hand, viaa wired or remote panel on-site, via teleoperation, or by any othermeans. When operated by hand, one or more axes on the robotic apparatus1101 of the robotic automotive service system 1100 are physicallyactuated by an operator via hand or a hand or handheld power tool. Whenoperated via wired communication, the robotic automotive service system1100 may communicate and be controlled via a wired connection to theelectrical panel 1103, a computer 1500, or other control deviceaccessible by an operator. When controlled via wired connection, anyappropriate communication protocol may be used, such as CANOpen, SPI, orI2C. When operated via wireless communication, the robotic automotiveservice system 1100 may include a wireless gateway and be able tocommunicate and be controlled via a wireless connection to a wirelessgateway to the electrical panel 1103, a computer 1500, or other controldevice accessible by an operator. Such wireless communication may useBluetooth standard IEEE 802.15.1, WiFi standard IEEE 802.11, or otherappropriate wireless protocols.

The robotic automotive service system 1100 formed in accordance with thepresent invention may further include and utilize a lift, a lift system5000 or a lift plate system 5100, a tire handling system 9000, a camerapositioning system 5200, a balancing system 3000, an accelerometer 1240,1250 or other sensor, a gantry balancing system 3200, a roller system83300, a suspension support structure system 83400, a vision system1300, a system dynamics modeling system 3600 and the wheel balancingmethods and algorithms described herein, each of which will be describedin greater detail in the forthcoming paragraphs, and each of which mayalso be used separately from and independently of the robotic automotiveservice system 1100 and the other components thereof.

Making reference to FIG. 128 of the drawings, the lift system 5000,which is also referenced above as a lift 170, preferably comprises alift structure 5010, a lift actuator 5020, lift arms 5030, arm actuators5040, lift pads 5051, lift sensors 5060 and a vision system 1300. Thelift structure includes a base 5064, which is preferably situated on theground, an arm plate 5066 and a lifting mechanism 5068. The liftingmechanism 5068 is interposed between and mechanically coupled to thebase 5064 and the arm plate 5066. The lifting mechanism 5068 includes alift actuator 5020 that is mechanically coupled to a portion thereof.The lift actuator 5020, which is preferably formed as a linear actuatorand is selectively moveable between at least a first position and asecond position, the first position corresponding to a retractedposition in which the rod 5070 of the lift actuator is retracted withina cylinder housing 5072 of the lift actuator, and the second positioncorresponding to an extended position in which the rod of the liftactuator is extended from the cylinder housing of the lift actuator. Thelift actuator 5020 may be selectively moved from the first position tothe second position to raise the arm plate 5066 outwardly relative tothe base 5064. Similarly, the lift actuator 5020 may be selectivelymoved from the second position to the first position to lower the armplate 5066 inwardly relative to the base 5064.

Preferably each lift arm 5030 is mechanically coupled to a respectivearm actuator 5040. Each arm actuator 5040 is mounted to the arm plate5066. The arm actuators 5040 are preferably linear actuators that areselectively moveable between at least a first position and a secondposition such that they can move the arm lift arms 5030 towards and awayfrom each. The lift arms 5030 preferably have a sufficient range ofmovement that enables them to reach the lift points on a variety ofvehicles 1600, such as a bounding box of 2.3 m by 6.1 m. The liftsensors 5060 and the lift pads 5051 are preferably mounted to the liftarms 5030. The lift sensors 5060 may be load cells 1230, distancesensors 1221 and/or proximity sensors 1211, which can detect the forceof lifting, distance lifted, and trigger the limits of motion,respectively. In the case of lifting force, the lift sensors are loadcells 1230 which are placed in-line with the lift arms 5030 and sensethe force applied by the lift arms 5030. In an alternative embodiment,the load cells 1230 may be placed in line with the lift pads 5051 tosense the force applied by the lift pads 5051.

Preferably, the lift structure 5010 and lift pads 5051 are strong enoughto lift a vehicle 1600. The lift pads 5051 may be formed of a material,such as urethane, that will not damage or scratch the vehicle when thelift pads 5051 come in contact with it. As mentioned above, while thelift actuator 5020 and the arm actuators 5040 are preferably linearactuators, such actuators may also be made of motors, ball screws,pneumatic cylinders, hydraulic cylinders, lead screws, rack and pinions,pulley drives, gear drives or any other suitable actuator technology.

In a preferred embodiment, the lift actuator 5020 and arm actuators 5040contain sensors for detecting the actuation force, actuation distance,and limits of actuation such as load cells 1230, distance sensors 1221,and proximity sensors 1211, respectively. Load cells 1230 may be placedin line with the actuator arms 5030 or lift pads 5051. Distance sensors1221 may be placed on the base 5064 of the lift structure 5010 and sensethe distance from that point to the bottom of the lift arms 5030 or viceversa. Proximity sensors 1211 may be placed at the limits of motion onthe lift actuator 5020. Preferably, the vision system 1300 can see theunderside of the vehicle 1600 and detect viable lift points thereon. Thevision system 1300 preferably has a suitable range of focus to see theunderside of the vehicle 1600 when not lifted and when lifted, such asfrom 25 mm to 230 mm. The processor 1530 is capable of reading andinterpreting the data acquired by the lift sensors 5060 and visionsystem 1300.

In operation, the lift system 5000 can scan the underside of the vehicle1600 before lifting. The vision system 1300 can be used to find suitablelift points on the vehicle. Suitable lift points can be chosen based onmanufacturer-recommended lift points, structural analysis based on thevision system 1300 input and processor calculations, machine learning,teaching by the operator, manual positioning by the operator, or by anyother means. Once suitable lift points are chosen, the arm actuators5040 can actuate to position the lift arms 5030 such that the lift pads5051 are directly underneath the lift points. Once the lift pads 5051are appropriately positioned, the lift actuator 5020 can actuate toapply force to the lift points via the lift pads 5051 and begin liftingthe vehicle 1600.

During lifting, the lift sensors 5060 can monitor the lift system 5000for force, speed, and distance to ensure that the lifting process issafe. This includes keeping the load below the safe limit, the distancebetween the safe movement limits, and the speed and acceleration withinsafe limits of the lift system 5000. These limits can be set by theoperator, shop, or manufacturer, and can be set absolutely or based onthe vehicle 1600 being lifted.

Preferably, the lift system 5000 is fully autonomous; however, the liftsystem 5000 may also be operated manually or semi-autonomously. Forexample, the lift system 5000 may be operated by hand, via a wired orremote panel on-site, via teleoperation or by any other means.

Making reference to FIG. 129 of the drawings, a lift plate system 5100may include many of the components of the lift system 5000 describedabove, which may be adapted to be used with an existing, non-autonomous,commercial lift 1700. More specifically, the lift plate system 5100preferably comprises a commercial lift 1700, a control adapter 5120,lift arms 5030, arm actuators 5040, lift pads 5051, lift sensors 5060, avision system 1300 and a processor 1530.

The lift plate structure 5110 is preferably formed as a rigid metalplate that spans the lift points of a commercial lift 1700. The liftplate structure 5110 is ideally mounted rigidly and securely to anappropriate location on the commercial lift 1700. In the case of acommercial lift 1700 with a wide top structure such as a scissor lift,the lift plate structure 5110 may be mounted directly onto the wide topstructure.

Preferably each lift arm 5030 is mechanically coupled to a respectivearm actuator 5040. Each arm actuator 5040 is mounted to lift platestructure 5110. The arm actuators 5040 are preferably formed as electricmotors that are connected to guided ball screws; however, the armactuators 5040 may alternatively be formed as pneumatic cylinders,hydraulic cylinders, lead screws, rack and pinions, pulley drives, geardrives or any other suitable actuator technology. Preferably, armactuators 5040 are selectively moveable between at least a firstposition and a second position such that they can move the arm lift arms5030 towards and away from each. Generally, the lift arms 5030 aremounted onto the lift plate structure 5110 via the arm actuators 5040such that the actuating the arm actuators 5040 allow the lift arms 5030to traverse the width and length of the lift plate structure 5110 forpositioning the lift pads 5051 underneath the vehicle 1600. The liftarms 5030 preferably have a sufficient range of movement that enablesthem to reach the lift points on a variety of vehicles 1600, such as abounding box of 2.3 m by 6.1 m. The lift sensors 5060 and the lift pads5051 are preferably mounted to the lift arms 5030. The lift sensors 5060may be load cells 1230, distance sensors 1221 and/or proximity sensors1211, which can detect the force of lifting, distance lifted, andtrigger the limits of motion, respectively.

In the case of lifting force, the lift sensors are load cells 1230 whichare placed in-line with the lift arms 5030 and sense the force appliedby the lift arms 5030. In an alternative embodiment, the load cells 1230may be placed in line with the lift pads 5051 to sense the force appliedby the lift pads 5051.

Preferably, the lift plate structure 5110 and lift pads 5051 are strongenough to lift a vehicle 1600, which may weigh up to 15,000 lbs. Thelift pads 5051 may be formed of a material, such as urethane, that willnot damage or scratch the vehicle when the lift pads 5051 come incontact with it.

Preferably, the arm actuators 5040 contain sensors for detecting theactuation force, actuation distance, and limits of actuation such asload cells 1230, distance sensors 1221, and proximity sensors 1211respectively. Load cells 1230 may be placed in line with the actuatorarms 5030 or lift pads 5051. Preferably, the vision system 1300 can seethe underside of the vehicle 1600 and detect viable lift points thereon.The vision system 1300 preferably has a suitable range of focus to seethe underside of the vehicle 1600 when not lifted and when lifted, suchas from 25 mm to 230 mm. The processor 1530 is capable of reading andinterpreting the data acquired by the lift sensors 5060 and visionsystem 1300.

With suitable commercial lifts 1700, the control adapter 5120 isdesigned to interface with the controls of the commercial lift 1700 tocontrol the actuation of the commercial lift 1700. Due to the variety incommercial lift controls, the control adapter 5120 may not always becompatible with the commercial lift 1700, in which case the nativeactuation controls for the commercial lift 1700 must be used.

Once the lift pads 5051 are appropriately positioned, the controladapter 5120 can command the commercial lift 1700 to actuate, applyingforce to the lift points via the lift pads 5051 and begin lifting thevehicle 1600. Alternatively, where the control adapter 5120 is notcompatible with the commercial lift 1700, manual control of the liftactuation must be performed.

In operation, the lift system 5100 can scan the underside of the vehicle1600 before lifting. The vision system 1300 can be used to find suitablelift points on the vehicle. Suitable lift points can be chosen based onmanufacturer-recommended lift points, structural analysis based on thevision system 1300 input and processor calculations, machine learning,teaching by the operator, manual positioning by the operator, or by anyother means. Once suitable lift points are chosen, the arm actuators5040 can actuate to position the lift arms 5030 such that the lift pads5051 are directly underneath the lift points.

During lifting, lift sensors 5060, which may include load cells 1230,distance sensors 1221, and proximity sensors 1211 can monitor theautonomous lift plate 5100 for force, speed, and distance to ensure thatthe lifting process is safe. This includes keeping the load below thesafe limit, the distance between the safe movement limits, and the speedand acceleration within safe limits of the lift system 5100. Theselimits can be set by the operator, shop, or manufacturer, and can be setabsolutely or based on the vehicle 1600 being lifted.

Preferably, the lift system 5100 is fully autonomous; however, the liftsystem 5100 may also be operated manually by the operator. In this case,the benefits of the autonomous lift plate 5100 over traditional systemsare that it is more ergonomic, faster to position the lift pads 5051,and safer, as the operator isn't required to be underneath the vehicle1600 at any time.

Now making reference to FIG. 141 of the drawings, in one form, the tirehandling system 9000 preferably comprises a tire handling stand 9010, amounting flange 9015, one or more tire handling arms 9030 and one ormore tire handling grippers 9020. More specifically, the tire handlingstand 9010 includes a proximal end 9011 and an oppositely disposeddistal end 9013. A mounting flange 9015 is preferably rotatably mountedto the distal end 9013 of the tire handling stand 9010. The one or moretire handling arms 9030 are mounted to the mounting flange 9015 andextend outwardly therefrom. Each of the tire handling grippers 9020 ismounted to a free end 9017 of a respective one of the tire handling arms9030 such that they move with the tire handling arm 9030 as the mountingflange 9015 is rotated. The tire handling system 9000 may furthercomprise a rotational drive, such as a motor 1400 (not shown), which maybe mechanically coupled to the mounting flange 9015 to drive therotatably drive the mounting flange 9015 and the arms 9030 and grippers9020 connected thereto. The motor 1400 may be mounted to the stand 9010.The tire handling arm 9030 may also be translated linearly by a lineardrive, such as a linear actuator 1350 (not shown), which is mounted onthe tire stand 9010. For example, the linear actuator may be interposedbetween the handling arm 9030 and the mounting flange 9015.

The actuators of the tire handling arm 9030 and the motor 1400 may beactuated and controlled so that tire handling grippers 9020 may presenta tire to the robotic apparatus 1101 in a way that allows for transferof the tire from the tire handling system 9000 to robotic apparatus1101. In a preferred form, both the robotic apparatus 1101 and tirehandling system 9000 communicate with and are powered by the electricalpanel 1103 via connectors 1104. The computer 1500 or PLC 1540 is able tocompute the relative positions of the robotic apparatus 1101 and tirehandling system 9000 using the known geometry of the systems and sensorfeedback such as from distance sensors 1221 mounted on the roboticapparatus 1101. The tire handling arms 9030 and the motor 1400 may beactuated as previously described to present the tire 1611 to the centerpoint between the various gripper systems 2200 on the robotic apparatus1101 such that the gripper systems 2200 may be actuated to grip the tire1611 and remove it from the tire handling gripper 9020. The reverse istrue—the tire handling arms 9030 may be actuated as previously describedto present an empty tire handling gripper 9020 to the robotic apparatus1101 such that the gripper systems 2200 of the robotic apparatus 1101are able to be actuated to release a tire 1611 while aligned with theempty tire handling gripper 9020 such that the tire 1611 is captured orconstrained by the tire handling gripper 9020. After either unloading orloading a tire 1611 from the tire handling system 9000 onto the roboticapparatus 1101, the tire handling arms 9030 may be actuated such thatthey do not obstruct normal operation of the robotic apparatus 1101.

The tire handling system 9000 is preferably designed to interface withthe robotic automotive service system 1100 or the robotic apparatus 1101thereof. In the preferred embodiment, the tire handling system 9000 ismounted to the robotic apparatus 1101. In this regard, the stand 9010 ofthe tire handling system 9000 is mounted onto the frame 1102 of therobotic apparatus 1101 via welding or fasteners, and is thereforeconstrained such that when the robotic apparatus 1101 and thus, frame1102 moves, the tire handling stand 9010 moves with it. In analternative embodiment of the tire handling system 9000, the tirehandling stand 9010 is designed to be mounted to the floor. In yetanother alternative embodiment of the tire handling system 9000, thetire handling stand 9010 is designed to be mounted overhead of therobotic apparatus 1101 on the frame 1102.

In one form, the tire handling grippers 9020 are round and designed togrip the tire on the outside diameter at one or more locations. One ormore of the gripper systems 2200 also be mounted to the mounting flange9015 or tire handling arms 9030 in the manner describe above withrespect to the operation of the gripper systems 2200. In other forms,the tire handling grippers 9020 may grip the tire on the inside diameterusing a gripper system 82200 or similar which actuates radially outwardfrom the center point of the tire 1611 such that when the tire handlinggrippers 9020 contact the inside diameter of the tire 1611 they producetension that keeps the tire 1611 constrained.

In alternative embodiments, the tire handling grippers 9020 grip theface of the tire, or at any other point sufficient to grip the tireusing a gripper system 82200 or similar, as previously described. Inalternative embodiments, the tire handling grippers 9020 may beelliptical, hook shaped, flat, or any other shape or build foradequately handling a tire. In other alternate embodiments, the tirehandling arm 9030 may be a single bar, a robotic arm, a series of linearactuators, or any other component or assembly sufficient to mount and/ormanipulate the tire handling grippers 9020.

An alternate embodiment of the tire handling system 9000, in which thetire handling arm 9030 is a single bar mounted on a tire handling stand9010 designed to be mounted upright on the frame of the roboticapparatus 1101, is shown in FIG. 149 of the drawings. As can be seen inFIG. 149 of the drawings, the tire 1611 is suspended on one tirehandling gripper 9020. A second, unencumbered tire handling gripper 9020is ready to accept a new or old tire from the robotic apparatus 1101. Inan alternate embodiment of the invention shown in FIG. 149 , the tirehandling stand 9010 may be mounted overhead of the robotic apparatus1101 from the ceiling, an enclosure, or an external mounting frame. Inyet another alternate embodiment of the invention shown in FIG. 149 ,the tire handling stand 9010 may be free-standing or bolted into thefloor or other stable surface in a location accessible by the roboticapparatus 1101.

Now making reference to FIG. 88 of the drawings, a balancing system 3000formed in accordance with one aspect of the present invention preferablycomprises at least one sensor 1200, a sensor mount 3040, a dataacquisition device (DAQ) 1510 and a position sensor 1222. Embeddedcircuitry, a computer, an oscilloscope, or any device sufficient tocapture a signal from the sensor 1200 may also be used instead of theDAQ 1510.

The position sensor 1222 may be an encoder, laser tachometer or othersensor capable of sensing the angular position of an object eitherdirectly or indirectly. Preferably, as shown in FIG. 88 of the drawings,the position sensor 1222 tracks the angular position of the TWA 1610 asit rotates about its axis of rotation. The angular position isdetermined by assigning “0-degree angle” to a datum line on the TWA 1610(not a physical line, mathematical construct only) and then measuringthe angular position of that datum line relative to a fixed line, suchas a horizontal line.

The sensor 1200 may be installed on a sensor mount 3040, which is theninstalled on the vehicle 1600. Alternatively, as shown in FIG. 89 of thedrawings, the sensor 1200 may be installed directly on the vehicle 1600without the addition of a sensor mount 3040. For example, the sensor1200 may be formed as an integrated assembly of sensor 1200 and sensormount 3040. The sensor 1200 may also consist of a sensor mount 3040which contains sensors or sensor circuitry to the effect of integratinga sensor 1200 and sensor mount 3040 into a single component.Furthermore, the sensor 1200 and sensor mount 3040 may be manufacturedas a single unit.

Generally, the sensor 1200 is installed on the vehicle 1600 andconnected to the DAQ 1510, which serves to acquire and log signals fromthe sensor 1200 during operation of the system. During operation, theTWA 1610 and associated rotational assembly, which includes anycomponents on the vehicle 1600 which rotate as the TWA 1610 rotates,such as the vehicle rotor, wheel bearings, and hub assembly, is rotated.Imbalance manifests in the system in one or more modes: mass imbalance,non-concentricity imbalance, driveline imbalance, or another mode. Thesensor 1200 detects such imbalance signals and transmit them to the DAQ1510, from which post processing or further transmission of the data canoccur.

FIGS. 88 and 89 of the drawings show an on-car balancing system. Thebalancing system 3000 formed in accordance with one aspect of thepresent invention is in the ability to detect imbalance while the TWA1610 is on the vehicle 1600. Balancing the TWA 1610 alone usingoff-vehicle balancing systems compensates only for mass imbalance of therotational components. Once the TWA 1610 is placed back on the vehicle1600, other modes of imbalance (driveline, non-concentricity) can occur,resulting in additional imbalance in the system.

FIG. 90 of the drawings illustrates a typical imbalance in the TWA 1610with a set of principal axes shown. Imbalance in the X-Z planeperpendicular to the rotational axis of the TWA 1610 is often called“static imbalance” and results in “wheel hop” where the imbalance forceattempts to lift the TWA 1610 off the surface of the road along theZ-Axis. Imbalance out-of-plane of the X-Z plane is often called “dynamicimbalance” and results in “wheel wobble”, where the imbalance forcesresult in a moment reaction that attempts to twist the TWA 1610 aboutthe X-axis. Preferably, the axes of sensitivity of a given sensor 1200are aligned in the direction of static and dynamic imbalance, whichgenerally results in a larger imbalance signal which can aid in themitigation of the imbalance.

Preferably, the balancing system 3000 is fully autonomous; however, thebalancing system 3000 may also be operated manually orsemi-autonomously. For example, the balancing system 3000 may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

The balancing system 3000 may be a component of the robotic automotiveservice system 1100 formed in accordance with the present invention, aswell as used independently therefrom. Furthermore, the balancing system3000 may be utilized in combination with one or more of the othersystems, apparatus and algorithms described herein, such as the rollersystem 83300 and robotic apparatus 1101.

A system dynamics modeling system 3600 formed in accordance with oneaspect of the present invention is shown in FIG. 142 of the drawings.The system dynamics modeling system 3600 may be used with the balancingsystem 3000, as well as the other systems, apparatus and algorithmsdescribed herein, to aid in balancing. The system dynamics modelingsystem 3600 preferably comprises an impulse generator 3610, a distancesensor 1221, such as a linear variable differential transformer, asingle-axis accelerometer 1240 and a load cell 1230. Other sensorpackages may be used in the system dynamics modeling system 3600.

The impulse generator 3610 may be a solenoid, motor, hammer, pendulum orany other device which can generate a relatively fast impulse againstthe vehicle 1600. For example, the impulse generator 3610 may be formedas a solenoid which strikes the vehicle suspension 3630 for 100milliseconds. The impulse generator 3610 is powered by the electricalpanel 1103 and is preferably controlled by the PLC 1540.

In one form, the system dynamics modeling system 3600 is mounted to thesuspension support structure system 83400, as shown in FIG. 142 of thedrawings; however, the system dynamics modeling system 3600 may also bemounted components of the other systems and apparatus described herein.The single-axis accelerometer 1240 is preferably mounted such that itmeasures the acceleration of the suspension 1630 in response to theimpulse produced by the impulse generator 3610. The distance sensor 1221is mounted such that it measures the movement of the suspension 1630 inresponse to the impulse produced by the impulse generator 3610.Preferably, the distance sensor 1221 is mounted to either the floor orthe suspension support structure system 83400 underneath the suspension1630 and facing upwards such that the distance sensor 1221 measures thedistance from the face of the distance sensor 1221 to the suspension1630. In a preferred embodiment, the load cell 1230 is mounted such thatit measures the load produced by the impulse generator 3610.

After the impulse is generated and measured, and the response of thevehicle 1600 is measured, an estimated or actual model of the dynamicsof the vehicle 1600 may be produced. This model may be generated usingmodal analysis, system identification, machine learning, or any othersuitable method. Preferably, the impulse response is used to generatethe system model. In alternative embodiments, the step response, rampresponse, other physics phenomenon, or a combination of several, may beused. The response data may be acquired by a sensor 1200, such as amulti-axis accelerometer 1250, load cell 1230, distance sensor 1221, ora combination of multiple sensors.

In an impulse response frequency model, a known force is applied for aknown short time (as short as possible) to the system, and the response(usually displacement or acceleration) is detected and recorded.Frequency analysis of the response illustrates the parameters of thesystem. These parameters can be used in physics models such as thestandard “2^(nd)-order spring mass damper” model or in novel physicsmodels. This method is similar for other response tests such as a stepresponse (constant step input). Frequency response analysis is themethod by which frequencies of the mechanical response of the system tothe input (in this case impulse force) are plotted against the strengthof that response.

Parameters of the system model can be varied and depend on theresolution required, complexity of the system, and many other factors.Furthermore, it is typical of system models to evolve as they are usedand as new or more data is acquired. The preferred system parameters area mass “m” of the suspension 1630 and other moving parts affected byimbalance, the spring constants “k_(1-n)” of any detectable springs inthe system (manufactured springs or elastic members), and dampeningcoefficients “c_(1-n)” of any detectable dampeners in the system(manufactured dampeners, elastic, or viscous members).

Once the model of the dynamics of the vehicle 1600 is generated, themodel may be used to aid in balancing a TWA 1610, for predictivemaintenance on the vehicle 1600, or for any other purpose. A modelrepresents a simplified version of the system dynamics. For exemplarypurposes, the model may aid balancing by comparing the measuredimbalance signal by the balancing system 3000 and comparing it tosimulated results in the system model, the potential imbalance magnitudeand location may be back calculated. The system dynamics modeling system3600 may be used to generate a catalog of dynamic models of variousvehicles 3600 for later use (such as in a look-up table). The systemdynamics modeling system 3600 may also be used real-time on a largersystem. Generally, the output mathematical model of the systemidentification process will be in either a state-space or transferfunction representation, as exemplified below:

${{{Transfer}{Function}:\frac{Y(s)}{X(s)}} = \frac{G(s)}{1 + {{G(s)}{H(s)}}}}{{{State} - {Space}{Model}:\overset{.}{x}} = {{{Ax} + {Buy}} = {{Cx} + {Du}}}}$

An exemplary frequency response curve generated by the system dynamicsmodeling system 3600 is shown in FIG. 144 of the drawings. Modalanalysis can be used to determine the dynamics of the system for usewith balancing systems or for any other purpose.

Preferably, the system dynamics modeling system 3600 is fullyautonomous; however, the system dynamics modeling system 3600 may alsobe operated manually or semi-autonomously. For example, the systemdynamics modeling system 3600 may be operated by hand, via a wired orremote panel on-site, via teleoperation or by any other means.

The system dynamics modeling system 3600 may be a component of therobotic automotive service system 1100 formed in accordance with thepresent invention, as well as used independently therefrom. Furthermore,the system dynamics modeling system 3600 may be utilized in combinationwith one or more of the other systems, apparatus and algorithmsdescribed herein, such as the roller system 83300 and robotic apparatus1101.

Now making reference to FIG. 111 of the drawings, a vision-basedbalancing system 3500 formed in accordance with one aspect of thepresent invention preferably comprises vision system 1300. The visionsystem 1300 includes one or more vision-base sensors, such as an analogcamera, structured light, LiDAR, or an IR sensor or array.

The vision system 1300 is roughly aligned with the face of the TWA 1610.As the TWA 1610 is rotated, for example, by the roller system 83300 orthe robotic apparatus 1101, the vision system 1300 detects any change inposition or orientation of the center of rotation, which corresponds toan imbalance. In the preferred embodiment of the present invention, ananalog camera is utilized and the change in position described above isdetected by analyzing the camera feed to detect the centerline of theTWA 1610 relative to the vision system over time. Similarly, the changein orientation is detected by analyzing the camera feed to detect theinner and outer diameters of the TWA 1610 and calculating their shiftover time, which, if the vision system 1300 is stationary wouldrepresent a shift in orientation, the value of which can be calculatedusing rudimentary geometry and trigonometric functions. Nevertheless,similar methods may be used when the other sensors referenced above areutilized by the vision system 1300. For example, a LiDAR sensor can beused to detect the center position as previously described. LiDAR canmeasure depth directly and thus detect a change in orientation bydirectly measuring the relative distance from the top to bottom and leftto right edges of the tire, at which point rudimentary trigonometricfunctions may be used to calculate the orientation. A processor orcontroller calculates the magnitude and orientation of the imbalancedetected by the vision system 1300 and determines the proper actions tobe taken for balancing (e.g., the magnitude and locations of the wheelweights to be added).

The accuracy of the vision system 1300 can be supplemented usingfiducials 3510 on the vehicle 1600 or TWA 1610, as shown in FIG. 112 ofthe drawings. The fiducials 3510 provide a known reference captured bythe vision system 1300 and can be used to calculate distances,orientation, and other features within the image or point cloud capturedby the vision system 1300 for use in calibration or measurement.

An alternative embodiment of the vision-based balancing system 3500formed in accordance with the present invention is shown in FIG. 113 ofthe drawings. As can be seen in FIG. 113 of the drawings, thevision-based balancing system 3500 may further include a hollow cone3520 that is placed on or coupled to the TWA 1610 and beads 3530. Thehollow cone 3520 preferably has a circular or triangular profile;however, the cone 3520 may also have other geometric profiles. The cone3520 may further include ribs, divets or other features that allow forthe beads 3530 to rest in during operation.

The beads 3530, which have a known mass, are placed in the cone 3520. Asthe TWA 1610 is spinning, the beads 3530 have a tendency, due tofriction, normal force, inertia, and other principles of physics, tocome to rest at the location in the cone 3520 which would tend tobalance the TWA 1610. During operation (e.g., spinning) the visionsystem 1300 takes a scan of the distribution of the beads 3530 insidethe cone 3520. Doing so allows for the calculation of the total massdistribution of the beads 3530 and thus, the calculation of the locationand magnitude of the resultant mass necessary to balance the TWA 1610,which by definition also allows for the calculation of the location andmagnitude of the initial imbalance in the TWA 1610.

More specifically, the vision system 1300 of the vision-based balancingsystem 3500 scans the cone 3520 and, the vision-based balancing system3500, using a computer 1500 or processor 1530, differentiates emptyparts of the cone 3520 to those with beads 3530 in it. The vision systemcan similarly detect the location of the beads 3530 in three dimensions.Again, the beads 3530 are all of a known mass. Using mathematicalprocesses such as, for example, vectoral addition, the resultant massand location of the beads 3530 may be calculated. This resultant mass isthe representation of the mass and locations of all the beads 3530 at asingle point in space. This resultant mass represents the magnitude ofthe mass and the inverse of the location of the resultant imbalance massin the TWA 1610 and rotating assembly 1620.

Now making reference to FIG. 91 of the drawings, a sensor 1200 formed inaccordance with one form of the present invention comprises a multi-axisaccelerometer 1250 having three axes. The multi-axis accelerometer 1250is preferably configured such that all three axes are distinct andorthogonal. Furthermore, the multi-axis accelerometer 1250 preferablyhas a sensitivity capable of detecting imbalance signals representativeof a small mass imbalance (such as 3.5 grams), an effective range whichallows it to detect imbalance signals representative of small to largemass imbalances (such as 3.5 grams to 225 grams), and a samplingfrequency which allows it to detect signals which manifest relativelyquickly (such as 9000 Hz). The multi-axis accelerometer 1250 may beelectrically connected to the DAQ 1510 via a wired connection orwireless connection.

As can be seen in FIG. 98 of the drawings, the sensor 1200 comprisingthe multi-axis accelerometer 1250 may be mounted directly on the TWA1610 of the vehicle with by any sufficiently strong mounting means, suchas magnets or adhesive. As shown in FIG. 98 of the drawings, where themulti-axis accelerometer 1250 is mounted directly on the TWA 1610, thepreferred orientation of the multi-axis accelerometer 1250 is such thatits principle axes are aligned with the principle axes of the TWA 1610.In another form, the axes of the multi-axis accelerometer 1250 may bealigned with the axes of imbalance in the TWA 1610, as shown in FIG. 54of the drawings. As the TWA 1610 is rotated, any generated imbalancesignals would be detected by the multi-axis accelerometer 1250 ingreater strength when these axes are aligned.

In another form of the present invention, the sensor 1200 may compriseone or more single-axis accelerometers 1240, but preferably comprises atleast two single-axis accelerometers 1240. An exemplary sensor 1200 thatcomprises three single-axis accelerometers is shown in FIG. 140 of thedrawings. More specifically, as can be seen in FIG. 140 of the drawings,which shows a preferred orientation for the sensor mount 3040 andsingle-axis accelerometers 1240, the three single-axis accelerometers1240 are oriented orthogonal to each other on the sensor mount 3040 andthe sensor mount 3040 is oriented such that one single-axisaccelerometer's 1240 axis is parallel with the rotational axis of theTWA 1610 and one single-axis accelerometer's 1240 axis is parallel tothe plane of the wall of the TWA 1610 and in the direction, most closelyaligned with gravitational acceleration. The third single-axisaccelerometer's 1240 axis is aligned orthogonal to the previous twoaxes. FIG. 95 of the drawings shows the sensor 1200 with threesingle-axis accelerometers described above mounted to the suspension1630 of a vehicle 1600 via a sensor mount 3040 having magnets 3041attached thereto (due to the orientation of the sensor 1200 and sensormount 3040 on the suspension 1630, one of the three single-axisaccelerometers is hidden from view).

As shown in FIG. 96 of the drawings, the sensor 1200 may furthercomprise an inertial measurement unit (IMU) 1260. The IMU containsmultiple linear accelerometers and a gyroscope capable of measuringchanges in orientation via angular acceleration. Accordingly, the IMU1260 may replace or supplement other accelerometer(s), such as thesingle-axis accelerometers 1240 and the axis accelerometer 1250, and amagnetometer 1270 on the sensor 1200. For example, as shown in FIG. 96of the drawings, the accelerometers 1240, 1250 may be replaced with theinertial measurement unit IMU 1260. The IMU 1260 aids in the orientingof the sensor mount 3040 or sensor 1200. The IMU 1260 gyroscope may beused to identify or aid in the orientation of the sensor mount 3040 orsensor 1200. The IMU 1260 can also be used to quantify and compensatemathematically for changes in the orientation of the sensor mount 3040or sensor 1200 during operation by detecting angular velocity associatedwith a change in orientation.

As shown in FIG. 97 of the drawings, the sensor 1200 may furthercomprise a magnetometer 1270. The magnetometer 1270 aids in theorienting of the sensor mount 3040 and/or the sensor 1200. Themagnetometer 1270 can also be used to quantify and compensatemathematically for changes in the orientation of the sensor mount 3040or sensors 1200 during operation by detecting changes in magnetometer1270 orientation associated with a change in orientation of the sensormount 3040. The magnetometer 1270 axis is affected by magnetic fields(i.e., magnetic north or any interfering fields strong-enough to deflectit). By aligning two readings, the magnetometer 1270 axis orientationwith the magnetometer 1270 parallel to one axis of the TWA 1610, and themagnetometer 1270 axis orientation with the sensor mount 3040 installed,the sensor 1200 axes may be aligned with the axes of the TWA 1610 for apreferred installation. The magnetometer 1270 may used in combinationwith one or more accelerometers 1240, 1250 and/or IMUS 1260 on thesensor 1200.

As can be seen in FIG. 92 of the drawings, the sensor 1200 may furthercomprise a sensor mount 3040 onto which the single-axis accelerometer(s)1240, the multi-axis accelerometer(s) 1250, the IMU 1260 and or themagnetometer 1270 may be affixed. The sensor mount 3040 includes atleast one magnet 3041 which enables it to be affixed to magneticcomponents of a vehicle 1600, such as the suspension 1630, as shown inFIG. 54 of the drawings. Alternatively, or in combination, the sensormount 3040 may be mounted to a vehicle 1600, a component of the vehicleor another structure using adhesive, straps, ties, electromagnets,screws, pins, clamps, clips, or other means.

The sensor mount 3040 may be formed in a variety of different geometriesor shapes, depending on the mounting application. More specifically, ascan be seen in FIG. 93 of the drawings, the sensor mount 3040 may beformed with a tapered hook-like geometry which allows it to be hookedonto the suspension 1630 and thereby mounted without any additionalmounting features. Once hooked, the sensor mount 3040 may be pushedagainst the suspension in such a way to engage the taper in the hook,affixing the sensor mount 3040 to the suspension 1630 with friction. Themounting pad may be removed by reversing this process.

Other geometries and methods similar to those shown in FIG. 93 of thedrawings exist which allow the sensor mount 3040 to be affixed to thevehicle 1600 without additional mounting features, such as a detent orlever which can affix the sensor mount 3040 to the suspension. Thedescribed embodiment should not be taken to be an exclusive means ofdoing so. Similarly, other geometries and methods like those in FIG. 93of the drawings exist which allow the sensor mount 3040 to be removed tothe vehicle 1600 with or without features, such as a detent or leverthat can be depressed to remove the sensor mount 3040. The describedembodiment should not be taken to be an exclusive means of doing so.

The multi-axis accelerometer 1250 may be powered and communicate withthe DAQ 1510 wirelessly or with wires, as generally shown in FIG. 98 ofthe drawings. Similarly, each of the single-axis accelerometer 1240, theIMU 1260 and the magnetometer 1270 may be powered and communicate withthe DAQ 1510 wirelessly or with wires. Each of the single-axisaccelerometer 1240, the multi-axis accelerometer 1250, the IMU 1260 andthe magnetometer 1270 may be powered via on-board energy storage. Datafrom each of the single-axis accelerometer 1240, the multi-axisaccelerometer 1250, the IMU 1260 and the magnetometer 1270 may beacquired and logged into on-board memory and accessed and analyzed aftersensing is complete.

Alternatively, as shown in FIG. 99 of the drawings, a slip ring 3050 maybe used to provide power and connectivity between the multi-axisaccelerometer 1250 on the rotating assembly and non-rotating componentssuch as the DAQ 1510. Each of the single-axis accelerometer 1240, theIMU 1260 and the magnetometer 1270 may also be provided power andconnectivity in a similar fashion. Other methods exist for providingthis power and connectivity, such as over-the-air power andconnectivity.

Alternative of the embodiment of the inventions of FIGS. 98 and 98 ofthe drawings is shown in FIG. 100 of the drawings. As can be seen inFIG. 100 of the drawings, the multi-axis accelerometer 1250 is mountedto the TWA 1610 via a sensor mount 3040. The sensor mount 3040 mayprovide support for mounting only or for mounting and orienting. Each ofthe single-axis accelerometer 1240, the IMU 1260 and the magnetometer1270 may be mounted in a similar fashion.

As can be seen in FIG. 101 of the drawings, the multi-axis accelerometer1250 may mounted to the TWA 1610 via a rim clip 3060. The rim clip 3060may be universal or may be profiled to math different wheel profiles.The rim clip 3060 may be removable or permanent. Each of the single-axisaccelerometer 1240, the IMU 1260 and the magnetometer 1270 may bemounted in a similar fashion.

As can be seen in FIG. 102 of the drawings, the multi-axis accelerometer1250 may be installed or manufactured in tire pressure monitoring system(TPMS) assembly 3103 of the TWA 1610. Additionally, the multi-axisaccelerometer 1250 can be powered from a battery, capacitor, or otherenergy storage device. Furthermore, the multi-axis accelerometer 1250can be self-powered or powered from the motion of the vehicle. Evenfurthermore, the multi-axis accelerometer 1250 can be solar powered, orpowered by other non-contact means. Each of the single-axisaccelerometer 1240, the IMU 1260 and the magnetometer 1270 may beinstalled or manufactured, and powered, in a similar fashion.

As can be seen in FIG. 103 of the drawings, an instrumented TPMSassembly 3103 may include a multi-axis accelerometer 1250 withassociated amplification, conditioning, logging, and communicationfunctions on an embedded circuit board 1523.

There are various embodiments of the sensor 1200 mounted on the vehiclewith or without a mounting component (mounting pad, rim clip, etc.). Theorientation of the sensors 1200 and the components thereof relative tothe TWA 1610 can be important to adequate sensing of the vibrationsignal during the balancing process. The orientation of the sensors andthe components thereof can be achieved by locking the orientation of thesensors relative to the mounting component and then orienting themounting component itself relative to the TWA 1610. The orientation ofthe sensors may also be achieved by attaching the mounting component tothe vehicle and then adjusting the orientation of the sensors relativeto the mounting component.

Now making reference to FIG. 104 of the drawings, a gantry system 3200formed in accordance with the present invention comprises gantrymounting arms 3210, gantry guide rods 3220, one or more sensors 1200 anda gantry carriage 3230. As will be described in greater detail in theforthcoming paragraphs, the gantry system 3200 is mounted to the TWA1610 and utilized to detect vehicular imbalances caused by the TWA 1610and other rotational components of the vehicle and to determine thebalancing weight magnitude and position required to balance the TWA1610. The gantry system 3200 is mountable to the TWA 1610 and mayoperate with the TWA 1610 both on and off the vehicle. As mentionedabove, the gantry system 3200 may operated as a component of the roboticautomotive service system 1100 formed in accordance with the presentinvention, as well as used independently therefrom. Furthermore, thegantry system 3200 may be utilized in combination with one or more ofthe other systems, apparatus and algorithms described herein, such asthe roller system 83300 and robotic apparatus 1101.

As can be seen in FIGS. 104, 105 and 148 of the drawings, the gantrymounting arms 3210 are disposed opposite from one another andinterconnected by the gantry guide rods 3220. Each gantry mounting arm3210 preferably includes a mount 3211 that extends inwardly therefromtowards the TWA 1610. The mount 3211 is mechanically coupled to aportion of the TWA 1610 to rigidly clamp the gantry system 3200 to theTWA 1610. Preferably, the mount 3211 is formed as a hook-like memberwhich clamps on the edge of the rim 1612. The gantry carriage 3230includes a plurality of bores 3233 formed through the longitudinallength thereof through which the guide rods 3220 extend such that thegantry carriage 3230 is reciprocatingly slidable on the guide rods 3220.One or more sensors 1200, such as a multi-axis accelerometer 1250, ismounted to the carriage 3230. The sensor 1200 may also be a single-axisaccelerometer 1240, load cell 1230, IMU 1260, magnetometer 1270,distance sensor 1221, a position sensor 1222 or any other sensor that iscapable of measuring imbalance. The sensor 1200 may also be mounted on aplane adjacent to the TWA 1610 and be aligned to react to imbalances inthe system.

The gantry carriage 3230 may be passive, as shown in FIG. 104 of thedrawings, wherein its position and orientation shift in response toloads and moments. The gantry carriage 3230 may also be active, as shownin FIG. 105 of the drawings, in which its position and orientation arecontrolled by one or more linear actuators 1350 directly. For example,as shown in FIG. 105 of the drawings, one or more linear actuators 1350may be interposed between the gantry mounting arms 3210 and mechanicallycoupled to the carriage 3230 and may selectively reciprocatingly movethe carriage 3230 along the axial length of the guide rods 3220bidirectionally. The gantry carriage 3230 may be a combination of activeand passive, where active control may be per axis and/or can be turnedon or off.

With a passive gantry carriage 3230, such as the gantry carriage shownin FIG. 104 of the drawings, as the TWA 1610 is spinning, imbalance willresult in the gantry carriage 3230 adjusting relative to the locationand magnitude of the imbalance. By measuring the acceleration on thegantry carriage 3230 via the attached multi-axis accelerometer 1250and/or the position of the gantry carriage 3230, the imbalance may besensed and calculated.

With an active gantry carriage 3230, such as the gantry carriage 3230shown in FIG. 54 of the drawings, as the TWA 1610 is spinning, animbalance moment and/or load will be induced and can be sensed via theattached multi-axis accelerometer 1250 and/or the position of the gantrycarriage 3230. By actively adjusting the position/orientation of thegantry carriage 3230, it is possible to minimize the sensed imbalance.This results in a direct measurement of the balancing weight magnitudeand position required to balance the TWA 1610 once the gantry system3200 is removed.

The gantry system 3200 may also be formed with additional gantrycarriages 3230, guide rods 3220 and other components to expand thesystem to more axes of movement. This expansion could feasibly enablebalancing in multiple axes using the same methodology and invention asdescribed here. An exemplary two-axis gantry system 3200 is shown inFIG. 148 of the drawings. As can be seen in FIG. 148 of the drawings,the sensor (e.g., the multi-axis accelerometer 1250) is removed from afirst gantry carriage 3230. Additional gantry mounting arms 3210 andgantry guide rods 3220 are mounted onto the first gantry carriage 3230.A second gantry carriage with a sensor 1200 (e.g., a multi-axisaccelerometer 1250) mounted on it is placed on the second set of guiderods. The first set of guide rods 3220 (i.e., the set that is closer tothe TWA 1610) allow the multi-axis accelerometer 1250 to translate inone direction. The second set of guide rods 3220 allow the multi-axisaccelerometer 1250 to translate in a second direction. This sameprinciple can be applied to additional directions of motion. Thetwo-axis gantry system 3200 shown in FIG. 148 of the drawings may alsoinclude a linear actuator 1350 and be actively adjusted using a linearactuator 1350 in a similar manner to the active carriage 3230 shown inFIG. 105 of the drawings.

Now making reference to FIG. 106 of the drawings, a roller system 83300formed in accordance with the present invention comprises a rollersystem base 3340, a roller system frame 3320 and one or more rollers3310. The one or more rollers are mounted between roller system bearings3330 on the frame 3320, which allows for free rotation about thelongitudinal axis of the instrumented roller system rollers 3310, andare at least partially contained within frame 3320. The roller systemframe 3320 is mounted on the roller system base 3340. The mountingscheme is such that the roller system frame 3320 can move up and down onthe instrumented roller system base 3340, but is prevented from rotatingrelative to the instrumented roller system base 3340 via the rollersystem guide rods 3350. Preferably, one roller 3310 is rotated by amotor 1400 that is mechanically coupled thereto.

One or more load cells 1230 may be mounted on the roller system base3340 such that the roller system frame 3320 sits on the load cells 3230in normal operation. The roller system frame 3320 is not rigidly fixedto the load cells 1230 or the instrumented roller system base 3340. Asthe roller system frame 3320 is able to freely move up and down relativeto the roller system base 3340, the load cell 1230 becomes the onlydownward restraint on the roller system frame, causing all force in thatdirection to pass through and be measured by the load cell 1230.

The roller system rollers 3310 contact with the tire 1611 of the TWA1610. Friction between the roller system rollers 3310 and the tire 1611causes the TWA 1610 to rotate when the roller system roller 3310 isrotated by the motor 1400. The position of the roller system is suchthat there exists a “pre-load” between the roller system rollers 3310and the tire 1611 when idle. This preload is a compression of theinstrumented roller system 83300 into the tire 1611 such that at rest,the load cells 1230 have a load on them. This ensures that the tire 1611stays in contact with the roller system rollers 3310 and that the loadcells 1230 have a non-zero load on them at all times during operation.

Rotating the TWA 1610 with the instrumented roller system rollers 3310slowly will induce a signal in the load cell 1230 indicative of thevariation in pre-load on the system due to a combination of stiffnessvariations and eccentricity of the TWA 1610. Rotating the TWA 1610 withthe instrumented roller system rollers 3310 quickly will induce a signalin the load cells 1230 indicative of the variation in pre-load and theimbalance in the rotating assembly 1620. By subtracting the pre-loadsignal previously collected from the load cells 1230, the imbalancesignal can be isolated.

In one form of the instrumented roller system 83300, the rollers apply apreload to the tire that represents the road force during balancing.This preload is applied in the same way as the normal balancing preloadis applied as described above, where the roller system rollers 3310 arepressed into the tire 1611 with some load to apply a preload beforebalancing. In road force balancing, a load is applied to the tire 1611that represents the load applied by the road to the tire 1611. Thispreload can be used during balancing to better represent the balanceduring the use-case.

In another form of the instrumented roller system 83300, the rollingaction of the roller system rollers 3310 against the TWA 1610 is drivenby the spokes of the TWA 1610, lug nut related features of the TWA 1610,or by any other useful feature for rotating the TWA 1610. This isaccomplished by utilizing a face gripper system 2300 or lug-nut gripper2350 as described previously, to rotate the TWA 1610. The gripper usedwould be driven off the motor 1400 already mounted on the instrumentedroller system 83300. In other embodiments of the instrumented rollersystem 83300, the load cells in the roller system are replaced withother sensor types.

It has been found that on-car balancing of the rotational assembly iscomplicated by the fact that the rotational assembly is dynamicallycoupled to the suspension 1630 and structure of the vehicle 1600. Onesuch coupling that presents a particular challenge is the suspensionhard stop which acts as a limit to how far the suspension springs canextend. The suspension hard stop dampens imbalance vibrations during thebalancing procedure by absorbing some of the vibratory energy from thesuspension 1630. It has also been found that if the suspension 1630 waslifted off the suspension hard stop during the balancing process, itcould increase the strength of an imbalance signal and result in a moresuccessful balancing process.

More specifically, the suspension hard stop preloads the suspension 1630and provides a lower bound upon which the suspension 1630 rests when theload of the vehicle 1600 is removed from the suspension 1630. As such,when the vehicle 1600 is on a lift, the weight of the vehicle 1600 islifted off the suspension 1630 such that the suspension 1630 is allowedto “relax” and decompress. The hard stop limits how far the suspension1630 can decompress. This causes the suspension 1630 to rest on the hardstop. The hard stop can affect the vibration of the suspension 1630during on-vehicle wheel balancing if the suspension 1630 is allowed torest on the hard stop during the process.

As can be seen in FIG. 108 of the drawings, in accordance with anotheraspect of the present invention, a suspension support structure system83400 preferably comprises a support system base 83410, which includes alower portion 3411 and an oppositely disposed upper portion 3413, and asupport arm 3420, which is mechanically coupled to the support systembase 83410, in particular, to the upper portion 3413 thereof. The upperportion 3413 of the base 83410 preferably includes a guide rod supportplate 3415. One or more support guide rods 3430, each having a first end3425 and an oppositely disposed second end 3427 are interposed betweenthe support plate 3415 and the support arm 3420. More specifically, thefirst ends 3425 of the guide rods are mounted the guide rod supportplate 3415 and extend upwardly and outwardly from a top surface 3417thereof towards the support arm 3420. A support spring 3440 is disposedaround each of the support guide rods 3430.

The support arm 3420 preferably includes a top surface 3419, anoppositely disposed bottom surface 83421 and one or more bores 3423 thatextend at least partially through therebetween. The second ends 3427 ofthe guide rods 3430 are received within the bores 3423 in the supportarm 3420 and are reciprocatingly moveable therein. Nevertheless, it isalso envisioned to be within the scope of the present invention to havethe second ends 3427 of the guide rods 3430 mounted to the bottomsurface 83421 of the support arm 3420 and be received within boresformed in the support plate 3415.

The support arm 3420 is constrained to the support system base 83410along the plane parallel to the ground by the support guide rods 3430but is free to move up and down on support guide rods 3430. The supportsprings 3440 tend to push or bias the support arm 3420 upwards along thesupport guide rods 3430 and into the suspension 1630 of a vehicle orother object.

One or more support adjustable feet 3450 are mounted to the lowerportion 3411 of the base 83410 and can be used to raise the supportsystem base 83410, further compressing support springs 3440 whilepushing the support arm 3420 against the suspension 1630. For example,the support adjustable foot 3450 may include a generally cylindricalbase member 3429 and a threaded rod 3431 that extends upwardly therefromand is received within a correspondingly threaded bore 3433 formed inthe lower portion 3411 of the base 83410. Accordingly, the cylindricalbase member 3429 may be selectively rotated to increase or decrease theheight of the base 83410.

In the configuration of the suspension support structure system 83400shown in FIG. 108 of the drawings, the sensor 1200 may also be placed ona moving part of the support structure such as the support arm 3420.Preferably, the sensor 1200 may be a multi-axis accelerometer 1250 whichresponds to the vibratory acceleration of the suspension 1630 inresponse to the imbalance induced by rotating the TWA 1610 and therotational assembly.

An exemplary block diagram of the state of the suspension 1630 while thesprung suspension support structure 3400 is engaged, such as via thesupport arm 3420, is shown in FIG. 109 of the drawings. The suspensionsupport structure system 83400 may be used singularly, in pairs (e.g.,front corners, rear corners, driver's side corners, or passenger sidecorners), or in any other multiple that makes sense (e.g., all fourcorners).

It has also been found that, in the case where on-car balancing of therotational assembly is being accomplished using a sensor that respondsto a static signal (i.e., a signal not solely based on the motion of thesensor), a suspension support structure with spring-capability may notprovide the most signal strength. For instance, when using a rigid loadcell to measure the imbalance signal, very low signal strength will beachieved when the system is able to vibrate. This is because the forceof the vibrations will not selectively follow a path through the loadcell, but rather distribute among other preferred paths through thevehicle that restrict motion. As such, if a rigid load cell is to beused to measure the imbalance signal, it may be preferred to restrictthe motion of the system through the load cell such that the forcegenerated by the imbalance vibrations passes through the load cell,generating a stronger signal.

A rigid embodiment of the suspension support structure system 83400described above is shown in FIG. 110 of the drawings. More specifically,in the case where on-car balancing of the rotational assembly is beingaccomplished using a sensor that responds to a static signal (i.e., asignal not solely based on the motion of the sensor), a suspensionsupport structure with spring-capability may not provide the most signalstrength. For instance, when using a rigid load cell to measure theimbalance signal, very low signal strength will be achieved when thesystem is able to vibrate. This is because the force of the vibrationswill not selectively follow a path through the load cell, but ratherdistribute among other preferred paths through the vehicle that restrictmotion. As such, if a rigid load cell is to be used to measure theimbalance signal, it may be preferred to restrict the motion of thesystem through the load cell such that the force generated by theimbalance vibrations passes through the load cell, generating a strongersignal.

As can be seen in FIG. 110 of the drawings, the rigid embodiment of thesuspension support structure system 83400 further includes a sensor,such as a load cell 1230, that is affixed to the guide rod support plate3415 of the base 83410 and is situated underneath the support arm 3420.A loading screw 3460 is threaded through the support arm 3420 andpositioned relative to the sensor 1230 in such a way that it couples thesupport arm 3420 to the sensor 1230 and can be adjusted to contact thecomponent of the sensor 1230 appropriate for sensing. The loading screw3460 may be locked into place using jam nut 3470.

As described above, the support springs 3440 tend to push or bias thesupport arm 3420 upwards along the support guide rods 3430 and againstthe suspension 1630. The support adjustable feet 3450 can be used toraise the support system base 83410, further compressing support springs3440 while pushing the support arm 3420 against the suspension 1630. Anyimbalance during rotation of the TWA 1610 and/or rotational assembly canmanifest in the suspension 1630. Since the hard stop is no longer apseudo-rigid structure it absorbs less of the vibratory energy of theimbalance. The sensor, which may be a load cell 1230, responds to thevibratory loads of the suspension 1630 in response to the imbalanceinduced by rotating the TWA 1610 and the rotational assembly.

FIG. 150 of the drawings illustrates an alternate embodiment of thesuspension support structure system 83400 shown in FIG. 110 of thedrawings. In this embodiment, a support clamping plate 3421A is orientedabove the support arm 3420 such that the vehicle suspension 1630 islocated between the support clamping plate 3421A and the support arm3420. As can be seen in FIG. 150 of the drawings, clamping screws 3422which, when rotated, can advance or retract the support clamping plate3421A in relation to the support arm 3420. By advancing the supportclamping plate 3421A towards the support arm 3420 while a suspension1630 is between them, the suspension 1630 becomes rigidly capturedbetween the support clamping plate 3421A and the support arm 3420. Thisaction serves to isolate the arm of the suspension 1630 from the springsof the suspension. During the balancing process, assuming the suspensionsupport structure system 83400 is rigid such that the arm of thesuspension 1630 is unable to vibrate past the point at which it isclamped in the suspension support structure system 83400, clamping thearm of the suspension 1630 as such causes all vibratory energy in thearm of the suspension 1630 to dissipate via the suspension supportstructure system 83400 through the support clamping plate 3421A and thesupport arm 3420. The load cell 1630 produces signals from thisvibratory energy which, as previously described, can be used to balancethe TWA 1610.

As can be seen in FIG. 110 of the drawings, vibratory energy from theimbalance can be transmitted through the support arm 3420, through theloading screw 3460 and into and through the sensor 1230. A signal isgenerated by the sensor 1230 in response to the vibratory energy of theimbalance passing through it. That signal is passed to the dataacquisition system 1510 and then analyzed by the computer 1500.

Now making reference to FIG. 130 of the drawings, in a basic form, thecamera positioning system (CPS) 5200 preferably comprises a visionsystem 1300 and a processor 1530. The vision system 1300 is inelectrical communication with the processor 1530. The processor 1530 iscapable of reading and interpreting the data acquired by the visionsystem 1300. In a preferred form, a CPS 5200 system may be mounted toevery lift point on the commercial lift 1700. Each CPS 5200 on the lift1700 can be controlled by operator controls 5210. The vision system 1300is preferably oriented and positioned such that the center of the fieldof view (FOV) of the vision system 1300 is lined up with the center ofthe lift pads 5051.

In another form, the CPS 5200 may further comprise an arm actuator 5040for moving the arms on the commercial lift 1700. The arm actuator 5040mounts to the arms or lift points of a commercial lift 1700. The visionsystem 1300 mounts near the lift pads 5051 of the commercial lift 1700,facing in the lifting direction. In a preferred embodiment of theinvention shown, arm actuators 040 can move the arms of the commerciallift 1700.

In an alternate embodiment, the operator controls 5210 contain controlsto allow the operator to actuate the lift pads 5051 and lift arms 5030.An exemplary display on the operator controls 5210 is shown in FIG. 131of the drawings. As can be seen in FIG. 131 of the drawings, the displayon the operator controls 5210, which contains a display that shows theoutput of the vision system 1300, preferably as a live image. Theoperator controls 5210 display may also display a reticle 5220,crosshairs, or other aiming device intended to aid the operator inunderstanding where the center of the lift pads 5051 is. As shown inFIG. 131 of the drawings, the vision system 1300 is lined up with thesuspension of the vehicle and the reticle 5220 is overlaid below thesuspension spring, illustrating that the lift arm is lined up with thatpoint.

The operator uses the operator controls 5210 and output of the visionsystem 1300 to actuate the lift arms 5030 and lift pads 5051 of thecommercial lift 1700 to proper lift points on the vehicle 1600. Once thelift arms 5030 and lift pads 5051 are in the proper location, theoperator may use the controls on the commercial lift 1700 or the controladapter 5120 (if compatible and installed) to actuate the commerciallift 1700 up and into the vehicle 1600, causing it to lift.

In an alternate embodiment of the invention, the lift arms 5030 are notactuated or not controllable by the operator controls 5210. In thiscase, the operator may still use the operator controls 5210 display andvision system 1300 to visualize the lift points under the vehicle 1600,while the lift arms 5030 and lift pads 5051 are moved into position byanother method, such as a manual move or other system. In such alternateembodiment, the operator is not required to look underneath the vehicle1600 when positioning lift points, saving time, and increasing taskergonomics and safety.

A method for on-car wheel balancing in accordance with one aspect of thepresent invention is illustrated in FIG. 114 of the drawings. The methoddetermines balancing weight magnitudes and locations which will offsetthe imbalance of the TWA 1610 and balance the wheel to below anacceptable threshold. For example, a list of balancing weight magnitudesand locations which will offset the imbalance of the TWA 1610 andbalance the wheel to below an acceptable threshold may be generated. Theacceptable (or “acceptance”) threshold is a bound or set of bounds ofsensor data and/or balancing weight mass which indicates that the levelof imbalance in the system is below the level that the user states is anacceptable balance. Once a system is below the acceptance threshold, thesystem is said to be “balanced” or “balanced enough” or “balanced towithin tolerance”. The method can also generate an imbalance vector, aTWA 1610 displacement reading, or any other suitable output to assist inthe balancing process.

The method for on-car wheel balancing generally includes the followingsteps:

-   -   1. Mount the TWA 1610 to the vehicle. This is done in the        typical fashion according to the owner's manual of the vehicle.    -   2. Apply sensors and connect DAQ: the sensors could include any        of the sensors or sensor systems previously described including        a mounted multi-axis accelerometer 1250, a suspension support        structure system 83400 with a load cell 1230, an instrumented        roller system 83300 with a load cell 1230, vision system 1300,        or any other on-vehicle balancing system.    -   3. Spin up the TWA 1610 to the test speed. The test speed may        vary depending on the condition and size of the TWA 1610 and        vehicle 1600, but will generally be between 4 Hz and 20 Hz of        rotational speed. Spin-up can be done with a gripper system        82200, commercial tire spinner 4010, or other system.    -   4. In the case of a constant speed test, the TWA 1610 is kept at        a constant speed for the following step. In the case of a        spin-down test, the rotational drive input is removed from the        TWA 1610, which is allowed to begin de-accelerating (spinning        down).    -   5. The sensor signal is logged. The time for logging depends on        the type of test run and other test conditions as previously        described, but is generally between 1 s-60 s in length.    -   6. The sensor data is post processed. This may include filtering        of the data, arrangement of the data, reformatting, and other        “cleanup steps” before further analysis.    -   7. The post-processed sensor data is fed into the balancing        algorithm. This algorithm will further process the data        depending on the type of algorithm being used.    -   8. Determining the weight magnitudes and locations of tire        weights to be added to the TWA 1610 to balance the rotational        assembly, which includes the TWA 1610, using a balancing        algorithm. These equate to the mass of the weights that, when        placed at the prescribed locations on the TWA 1610, will reduce        the imbalance sensor data to an acceptable level.    -   9. Outputting the determined weight magnitudes and locations of        the tire weights, preferably, in a list of balancing weight        magnitudes and locations.    -   10. Determining if the weight magnitudes and locations of the        tire weights in the list of balancing weight magnitudes and        locations are below acceptable levels. In the preferred method        shown, this involves determining whether the resultant magnitude        of the weights to be placed is below the acceptance threshold.        In an alternative embodiment, this could involve determining        whether the expected sensor signal during a future test after        placing the recommended weights would be below the acceptance        threshold. In an alternative embodiment, this involves repeating        the spin test, re-sampling and analyzing sensor data to        determine if it is below the acceptance threshold.    -   11. If the weight magnitudes and locations of the tire weights        in the list of balancing weight magnitudes and locations are        below acceptable levels, then the balancing process ends. If        not, in the preferred method shown, the recommended weights are        be placed and steps 1-10 are. In an alternative method, the        weights could be placed and sensor signal re-analyzed before        making a determination (minimum one balancing spin and one        verification spin).    -   An alternative acceptance criteria for the balancing described        above is whether the amplitude add/or intensity of the sensor        data or the post processed sensor data is within an acceptable        level or outside of an acceptable level.

An exemplary tire-balancing sensor system is shown in FIG. 107 of thedrawings. As can be seen in FIG. 107 of the drawings, the instrumentedroller system 83300 is in contact with the TWA 1610. A commercial tirespinner 4010 is used to spin the TWA 1610 up to the testing angularvelocity; however, the TWA 1610 can also be spun with the gripper system82200, the roller system 83300 or the robotic apparatus 1101.

In a constant speed test, the commercial tire spinner 4010 is kept incontact with the TWA 1610 throughout testing to keep it at a constantangular velocity. In a spin-down test, the commercial tire spinner 4010might be removed from contact with the TWA 1610 to let it spin-down dueto friction during data collection. The spin-down test allows balancedata to be collected on the system without interference from thecommercial tire spinner 4010. In doing so, a more accurate balance canbe achieved.

To perform a spin-down test, the commercial tire spinner 4010 is appliedto the TWA 1610 and rotated until the TWA 1610 reaches the test angularvelocity. The commercial tire spinner 4010 is then removed, and the TWA1610 begins to de-accelerate (spin-down) due to friction. Data iscollected during this time, while the commercial tire spinner 4010 isnot in contact with the TWA 1610 and is therefore not affecting thedata.

With respect to FIG. 107 of the drawings, in the context of balancingprocedure, the instrumented roller system 83300 is an exemplarytire-balancing sensor system. Other such sensor systems may be used toreplace or supplement the instrumented roller system 83300.

The curves of a typical case of spin-down versus continuous speedtesting are shown in FIG. 116 of the drawings. In the spin-down case,the component that spins the TWA 1610, such as the commercial tirespinner 4010 shown in FIG. 107 of the drawings, the roller system 83300,the robotic apparatus 1101 or the gripper system 82200, is removed fromcontact with the TWA 1610 after the TWA 1610 is brought up to thetesting angular velocity such as 10 Hz (test angular velocity may changedepending on vehicle 1600 and TWA 1610 size, type, and conditions), atwhich point friction in the rotating assembly will cause a negativeangular acceleration in the TWA 1610 and eventually cause it to ceaserotating. This differs from continuous speed testing in which theangular velocity of the TWA 1610 is kept constant, such as throughconstant contact with the commercial tire spinner 4010.

The method shown in FIG. 114 of the drawings illustrates that the on-carwheel balancing process may be performed using a constant-speed test ora spin-down test. In a constant speed test, the TWA 1610 is drivencontinuously to maintain a constant speed. In a spin-down test, thedriving rotational element is removed from the TWA 1610 and the TWA 1610is allowed to de-accelerate.

FIG. 116 also illustrates a typical relationship between rotationalfrequency and time of the TWA 1610 during a constant speed vs. spin-downtest. The benefits of a constant speed test are that the data collectedby the sensor 1200 represents imbalance at a constant speed. Analyzingthe imbalance as such can potentially accent the relevant signals andprovide an easier, faster, and/or more complete balancingrecommendation. The benefits of a spin-down test are that the TWA 1610is not influenced by the tire spinner 4010 or other spinning device, orany factors outside of the dynamics of the vehicle 1600, which canprovide a more accurate balancing recommendation.

The invention described herein is such that, for any algorithm, sensortype, or other balancing method, a pure constant speed test, purespin-down test, or combination of the two may be used.

In all balancing methods described herein, the goal is to achieve theminimum imbalance. The gradient descent method for wheel balancingdescribed in detail below does so in two ways: iteratively and using afit.

FIG. 115 of the drawings illustrates an example gradient descent curvefor wheel balancing, in which test weights of varying magnitude areplaced at various positions on the TWA 1610 for the purposes of findinga local minimum of imbalance.

In the iterative gradient descent method, the goal is to converge themeasured imbalance below some acceptance threshold (e.g., 0.25 oz oftotal imbalance). The input signal is sent to the data acquisitionsystem 1510 and analyzed by a processor 1530 using the iterativegradient descent method, which outputs a set of balance weightmagnitudes and locations that may lower the measured imbalance in thesignal. The system may output these values to an automated system suchas the robotic automotive service system 1100, or the system may outputthem to an operator.

Using this output, the recommended weights can be placed, and theprocess repeated until the measured imbalance drops below the acceptancethreshold. An example of the method for recommending weights of thepresent invention is described below.

For the purposes of this example, the imbalance on the TWA 1610 isassumed to be at 0-degrees.

-   -   1. The system has previously determined that the proper        balancing weight location is at 180-degrees.    -   2. Referencing FIG. 115 of the drawings, looking at the        iterations from left to right, the magnitudes attempted might be        0, 5, 6, 7, 8, 9, 9.5, 9.6, 9.7, 9.8, 10, 10.4, 11, 12, 13, 15        grams, with 9.7 grams being the optimal magnitude.    -   3. If the system were to try 8, 9.7, and 11 grams in order, the        shape of the curve would form a “bowl”. That is, the measured        imbalance would drop from 8 to 9.5 and then increase from 9.5 to        11 grams, indicating that the “minimum” is somewhere between 8        grams and 11 grams.    -   4. The system then attempts 9, 9.6, and 10 grams. Again, a bowl        shape is formed, indicating that the minimum is between 9 and 10        grams. Also, the measured imbalance is greater at 9.5 grams than        9.6 grams (results from step 3 and 4), indicating that the        minimum is actually somewhere between 9.6 grams and 10 grams.    -   5. Repeating this process will eventually yield the optimal        balance of 9.7 grams.

If an iteration results in an increase in measured imbalance, either themagnitude or location of the recommended weights has advanced past thecorrect balancing value. Of course, there is an infinite variability inmagnitude that may be attempted, so some acceptable resolution (e.g.balanced to 0.2 grams) is needed to limit the criteria for balancing.

The same process described above works for balancing weight location.FIG. 117 of the drawings illustrates an iterative gradient descentsequence in which the algorithm is run, and balance weights are appliediteratively until an acceptable imbalance has been reached, the steps ofwhich include:

-   -   1. Sensing data is acquired during a previously-described        balance data collection process in FIG. 114 .    -   2. The data is post-processed and analyzed by an algorithm as        previously described in FIG. 114 .    -   3. If the output is below the acceptable threshold, the gradient        descent process is complete.    -   4. If the output is above the acceptable imbalance threshold,        then the gradient descent process repeats. The method of        iterating is described above.

FIG. 118 of the drawings illustrates an alternative iterative gradientdescent sequence in which the algorithm runs iteratively without theapplication of successive balancing weights. In this embodiment, thealgorithm adjusts its model based on the input signal and/or its ownoutput to estimate the effect of placing the recommended balance weightsbefore iterating until an acceptable imbalance has been reached, atwhich point the balance weights are placed on the vehicle.

FIG. 119 of the drawings illustrates a fit-based gradient descentsequence in which the measured imbalance is compared by the algorithm toa parametrized curve. In the fit-based gradient descent algorithm, theconcept of minimizing the imbalance signal is the same as in theiterative version. The main difference is that in the fit-based method,the algorithm builds a parameterized, estimated curve of the inputsignal versus the actual imbalance. Parameters for this curve couldinclude an estimated suspension stiffness, TWA 1610 stiffness, bearingfriction, and more. The input signal is compared to this curve by thealgorithm, which then outputs a set of balancing weight magnitudes andlocations which it estimates will minimize the actual imbalance readingon this curve. The system may output these values to an automated systemsuch as the robotic automotive service system 1100, or the system mayoutput them to an operator. Using various methods, the curve parametersmay be adjusted to provide more accurate outputs of the algorithm.Examples of curve parameter adjustments include system identification,curve fitting (to previously generated curves), or simulation.Alternatively, an operator may manually adjust the curve parametersduring operation.

FIG. 120 of the drawings illustrates a sample curve-fit for thefit-based gradient descent algorithm.

Discussing FIGS. 119 and 120 in context of on-vehicle wheel balancing,the fit curves may be built using previous iterative balancing methodsto form a curve of best fit between the iterations. Alternatively, thefit curves may be built using another algorithm such as systemidentification or machine learning. Alternatively, the fit curves may bebuilt using physics models based on estimations or the actual systemdynamics using known values (e.g., suspension stiffness, dampenercurves, etc.)

Fit curves represent idealized, modeled, or known imbalance-to-signalcurves. They may be generated using mathematical models or simulations.They may also be generated through iterative balancing processes usingmany iterations and typical curve-fitting processes in the prior art(e.g., linear regression, polynomial fit)

An example of using curve-fitting with a curve generated by a priorgradient descent is provided below:

-   -   1. A 2005 Toyota Rav4 comes to a shop for balancing. An operator        performs an iterative gradient descent as previously described.    -   2. A second 2005 Toyota Rav4 comes into the shop. This vehicle        may have different dynamics than the first one (different        condition, mileage, aftermarket work, etc.)    -   3. The balancing system attempts a first iteration for balancing        the TWAs of this second Rav4. The point generated by this        iteration can be placed on the completed gradient descent curve        of the first rav4. Using that completed curve, the system can        then estimate what balance weight magnitudes and locations would        cause the next iteration point to land on the minimum value of        the first, completed curve.    -   4. After performing this second iteration, the point may not        land at the minimum value of the first, completed curve, but it        may be below the acceptance threshold and thus considered        “balanced. Even if that is not the case, it is possible that        that second guess, which was more “educated” than a blind        iteration, can accelerate the balancing process compared to the        process without access to the first, completed curve. The system        may repeat steps 3, 4 to more quickly balance the TWAs 1610.

FIG. 121 of the drawings illustrates a system identification (SID)process. SID is the process of constructing a dynamical model fromobserved data. There are multiple approaches, but in each the user willselect the order of the system and potentially also the structure. Inthe context of on-vehicle wheel balancing, the steps of one embodimentof SID can be described as follows: The sensor 1200 is placed in anappropriate location on the vehicle 1600. Balance-related data iscollected by the sensor 1200 using the constant speed or spin-downprocess described previously. The collected data is sent to andprocessed for consumption by a system estimator program on the computer1500. The user or system selects a model structure (ARX, ARMAX,Box-Jenkins, etc.) and order based on additional information. The modelstructure refers to the structure of the equation used to build themodel of the system. The order of the model refers to the largest orderpolynomial in the model. The data set is split into a modeling portionand a validation portion. The modeling portion is then run through thesystem estimator. Once the estimation is complete, the validationportion of the collected data is run through the resultant model forvalidation purposes. If the validation is successful, the model may beused for balancing. Successful validation is determined by how well theoutput of the identified model predicts the validation data. Asuccessful model will closely predict the validation data.

The model structure selection and model order selection steps of theprocess may be performed by the system user. In an alternativeembodiment, a secondary algorithm may make these selections based oninformation such as the type of vehicle being balanced, age of thevehicle, type of rims on the TWA 1610, and other such parameters. In yetanother alternative embodiment, the selections may be pre-populated in alist which accounts for these parameters (i.e., if a 2007-2015 pick-uptruck with a weight over 1000 kg is being balanced, choose selection 7from the list).

A method of using SID for the on-car wheel balancing process is depictedin FIG. 122 of the drawings. As described previously, one of the mainchallenges with balancing the TWA 1610 on the vehicle 1600 is thatunknown vehicle dynamics are at play in the system, making it difficultto produce a mathematical balancing model from the core physics. Theseunknown dynamics include the unknown spring constant, mass, anddampening coefficient of the suspension, the vehicle lift, and any othercomponents of the vehicle that vibrate or move in response to the wheelimbalance. SID bridges that gap by estimating the model parameters ofthe vehicle dynamics, producing an approximate model for the system bywhich the imbalance signal can be processed. The application of SIDtherefore represents a potentially critical improvement in on-vehiclewheel balancing.

Further referencing FIG. 122 of the drawings, assuming that the SIDmodel has been completed and validated using the steps previouslyoutlined. FIG. 122 of the drawings outlines a method for using such amodel for final on-vehicle balancing. Balance data is collected andpost-processed before being fed into the SID model previously produced.The SID model can use this data for calculating the imbalance in thesystem and recommend balancing weight magnitudes and locations. If theresultant imbalance is below an acceptance threshold, the balancingprocedure is done. Otherwise, the balancing weights are applied, and theprocess is repeated until the resultant imbalance is below theacceptance threshold.

Further referencing FIG. 122 of the drawings, if the resultant imbalanceis below the acceptance threshold, the algorithm may use the inputsignal, its own output, or both to re-model its parameters or othervalues and re-run, effectively iterating on the sequence withoutrequiring the physical placement of the recommended balancing weights.The output of the SID model may be fed into a secondary algorithm, suchas a physics model for additional processing before outputting balancingweight magnitudes and locations.

FIG. 123 of the drawings illustrates an example of a machine learning(ML) system architecture for on-vehicle wheel balancing. For thisprocess, meta data is first loaded into the model that contains “groundtruth” assertions of a particular model. This metadata is collected bythe operator and includes the actual geometry of the TWA 1610, test spinspeed, any test weights applied to the system, and other test data. Anexample of a ground truth in wheel balancing might be the magnitude andlocation of a balancing weight the operator has applied to the TWA 1610.Metadata and “ground truth” data is used for training the ML system.

In the example of a machine learning (ML) system architecture foron-vehicle wheel balancing shown in FIG. 123 of the drawings, a sensor1200 is attached to the vehicle 1600. During the balancing procedure,this sensor 1200 collects data related to the balance of the system.This data is used for feature generation. An example of a relevantfeature in the data set could be an amplitude spike at a regularfrequency which might indicate an imbalance. Feature generation involvesthe ML model “looking” mathematically through the training data andchoosing features of the data that best differentiate the differentvariables in the test. In balancing, these variables are usuallyimbalance magnitudes and locations, and the feature selection wouldselect parts of the data set that illustrate different reactions of thesensor due to varying magnitudes and locations. An example of a relevantfeature would be if the peak of the curve of sensor amplitude overfrequency at 8 hz showed a distinct pattern that was dependent on themagnitude of imbalance weight, such as a linear relationship wheresensor amplitude was 2 units at 5 grams of imbalance and 4 units at 10grams of imbalance. The ML system would be able to choose the sensoramplitude at 8 hz as a relevant feature for determining imbalancemagnitude. The ML model can “guess” at and iterate on relevant featuresin the data set. This would involve choosing a set of features, buildingan ML model, and testing that model against validation data. If thevalidation is unsuccessful, the ML model iterates on a new set offeatures and retries. This process continues until the model isvalidated.

In the example of a machine learning (ML) system architecture foron-vehicle wheel balancing shown in FIG. 123 of the drawings, thefeatures and ground truth data are labeled with the overall data stream.Ground truth data and other meta data is labeled by the operator.Features are labeled by the model once selected. The entire data streamis then split into three parts: training data, validation data, and testdata. An operator may perform the data split, but in general thecomputer 1500 will perform this operation and train and validate themodel over many iterations of splits to reduce the chance of outliersskewing the model. In wheel balancing, this would correspond toimbalance signal data used to train the ML model, different imbalancesignal data used to validate that the model can accurately analyze dataoutside the training set, and a further set of imbalance signal data toverify that the in-use model can recommend the correct balance weightmagnitudes and locations for a test system, respectively. In thepreferred embodiment, the test data especially (but potentially alldata) is taken from a calibrated system where the user can verify thatthe model outputs are as expected based on the system calibration. Anexample of this would be to first train the model using a calibrated TWA1610 with known imbalance masses and locations. If the calibrated TWA1610 had a known imbalance mass of 20 grams at 90-degrees, the expectedoutput of the ML model would predict that same imbalance (to within sometolerance specified by a model calibration procedure).

In the example of a machine learning (ML) system architecture foron-vehicle wheel balancing shown in FIG. 123 of the drawings, theproduction ML model represents an estimated relationship betweenfeatures and the ground truth. In the wheel-balancing case, this is arelationship between the imbalance signal and the actual imbalancemagnitude and location.

The steps described in FIG. 123 of the drawings are as follows:

-   -   1. Collect raw data and meta data from testing the system the ML        model will be trained on. In the case of on-vehicle balancing,        this would mean collecting imbalance signals from a balancing        system 2000 using a TWA 1610 with a known imbalance and varying        that imbalance magnitude and location across many tests. The        metadata is the data describing that data (e.g., imbalance mass,        imbalance location, TWA geometry, vehicle type).    -   2. The ML model will generate features as previously described.    -   3. All the test data streams will be labeled and sorted by the        ML system according to the metadata and generated features.    -   4. The labeled data is split into training data, validation        data, and test data by the ML system, such as into an 85%, 10%,        5% respectively. The data split is commonly iterated on many        times and the ML model parameters averaged across the splits to        reduce the effect of outliers. These iterations involve taking a        different 85%, 10%, and 5% of the data for training, testing,        and validating respectively in each iteration.    -   5. The training data is used to tune parameters of the ML model        to predict the imbalance. To do so, the ML model compares        features in each training data stream to the meta data and        ground truth. It then adds weight and coefficients to        mathematical parameters (the structure of which depends on the        specific ML structure chosen) which form an equation that uses        the feature values as inputs to predict the output, which is the        imbalance on the system.    -   6. To validate, the newly trained ML model attempts to predict        the output of the validation data sets, which it has never        “seen” before and has not trained on.    -   7. If the training output is good, the mode is inserted into the        final verification step.    -   8. In this verification step, the trained and validated model is        checked against the test data to determine how accurately the        model can predict this new data.    -   9. If successful, the model goes into the production system,        where it takes in raw data and outputs estimates of the system        imbalance.

FIG. 124 of the drawings illustrates an exemplary process of wheelbalancing using an ML algorithm after the development of awheel-balancing based ML model using the process shown in FIG. 123 ofthe drawings. An imbalance signal is acquired from a vehicle 1600 to bebalanced, and the signal is post processed by the processor 1530. In thepreferred model, the post-processing includes a Fourier transform and alow-pass Butterworth filter of a frequency of at least the TWA 1610rotating frequency. The data is then fed into the ML model, whichoutputs balancing weight magnitudes and locations. If the output fallsbelow an acceptance threshold, the balance is sufficient. The acceptancethreshold has been previously described and is the upper threshold ofimbalance considered “acceptable” by the system. If the resultantimbalance is below the acceptance threshold, the algorithm may use theinput signal, its own output, or both to re-model its parameters orother values and re-run, effectively iterating on the sequence withoutrequiring the physical placement of the recommended balancing weights.The output of the ML model may be fed into a secondary algorithm such asa physics model for additional processing before outputting balancingweight magnitudes and locations.

FIG. 125 of the drawings illustrates a method for recovering additionaltraining data for the ML model through customer testing. This allows forcontinued development and refinement of the ML model while the system isdeployed. A key step in this system is the classification model, whichis a specialized model that can evaluate whether the system is below the“acceptance” threshold. It is not optimized for determining the absolutevalue of imbalance or determining the proper balancing procedure, and isspecialized for determining whether a system's imbalance is“acceptable”.

The steps to this “classification” method are as follows:

-   -   1. Collect and train the machine learning model as previously        described.    -   2. Collect evaluation data and train a “classification model”        following a similar procedure to the ML training.    -   3. Deploy ML and classification model to a production        environment.    -   4. Using the ML model, balance TWAs 1610. During this process,        the ML model does not have to be perfect and able to balance any        TWA 1610. Rather, it just has to be able to improve the balance        with each iteration.    -   5. After running the ML model, perform “mission logic” which is        simply the logic for instructing the customer system on where to        place balance weights on the TWA 1610 along with other        operational steps.    -   6. After customer installation of the balance weights, the        classification model is used to determine if the system is at        “acceptable” levels of imbalance. If false, the system repeats        steps 4-6. If true:    -   7. The balance iteration details and ML features are exported to        a customer data pool. The data includes the value of the ML        features used in balancing, the magnitude and location of each        iteration of balance weights, and the output of the        classification model after each iteration.    -   8. The customer data pool is split into training and evaluation        data. This data is added to the existing training and evaluation        data and is used to train the ML and classification models.

As the customer data pool grows, the ML and classification models willimprove (it is typical of mathematical models to improve with largerdata sets). Periodically, new versions of the ML and classificationmodels may be released to the customer system to improve the productionprocess.

In one or more of the embodiments of present invention, data from theprocess may be post-processed before inputting into the balancingalgorithm, such as using moving average filters, band-pass filters, orFourier Transforms. Alternatively, the algorithm may be fed raw (notpost-processed) data.

Additionally, in one or more of the embodiments of the presentinvention, multiple algorithms may be combined in parallel, series or acombination of both. For example, an iterative gradient descent may beused to generate the initial training data for a machine learningalgorithm. A system identification and ML algorithm may be used togenerate system parameters in parallel to improve the likelihood of goodfeature generation. An ML model may be generated and used to reduce thenumber of iterations required in a curve-fit gradient descent.

Furthermore, in one or more of the embodiments of the present invention,the output of the algorithm may be post-processed.

Even furthermore, in one or more of the embodiments of the presentinvention, the algorithm may be run multiple times on the same data oron each output to iterate on a solution, check the consistency of asolution, for training, or for any other purpose.

Additionally, in one or more of the embodiments of the presentinvention, a system dynamics modeling system 3600 or similar systemdynamics estimation, measuring, or calculation system may be used tosupplement the algorithms and methods discussed.

As described above, vehicle dynamics present a challenge to on-vehiclewheel balancing that can be overcome through proper design of sensingmethods and analysis algorithms. When acquiring a signal from sensorsplaced to detect imbalance, it is inherent that some aspect of thatsignal will be related to the vehicle dynamics since the rotatingimbalanced mass is attached to the rest of the vehicle.

FIG. 126 of the drawings shows an exemplary diagram of the contents of atypical signal acquired during the wheel balancing process. A portion ofthe signal is representative of the rotational assembly imbalance, the“imbalance signal”. Another portion is the “vehicle dynamics signal” andis affected by a myriad of different parameters that influence thephysics of the vehicle response to various inputs. FIG. 126 of thedrawings is for illustrative purposes only. Additional physicalparameters exist in the vehicle dynamics and imbalance signals, and inthe acquired signal itself (i.e., electrical noise). Furthermore, theacquired signal is not usually so neatly disambiguated into itsparts—there is some coupling between the vehicle dynamics and theassociated imbalance signal and vice versa. The embodiment shown in FIG.126 of the drawings is exemplary, but non-exhaustive or exclusive.

The same methods used to extract useful imbalance data from the acquiredsignal (SID, ML) can be used to identify other phenomena in the samesignal. For exemplary purposes only, a mass imbalance in the TWA 1610would generally be present in the acquired signal at a frequency equalto that of the wheel speed (e.g., if the wheel was spinning 4 times persecond, the imbalance signal would be present at 4 Hz). If the wheelbearing on the rotational assembly of that wheel was wearing out, itmight present a vibratory signal, or “chatter”, at a higher frequency,such as 20 Hz. These two features, a recurring signal at 4 Hz and one at20 Hz, can be disambiguated using the algorithmic analysis previouslydiscussed.

FIG. 127 of the drawings illustrates the above example by showing thefast-Fourier transform (FFT) of an acquired signal. The amplitude spikeat 4 Hz represents the imbalance, while the one at 20 Hz represents thewheel bearing chatter. This same disambiguation can be achieved throughother algorithmic means and analyzed using the wheel-balancingalgorithms discussed above. A conclusion that could be made from thedisambiguated signal in FIG. 127 of the drawings is that, in addition tohaving an imbalance in the rotational assembly, the wheel bearing islikely wearing and requires changing as part of a predictive maintenanceplan.

The example in FIG. 127 of the drawings is non-exhaustive. As describedin FIG. 126 of the drawings, there are many aspects of the vehicledynamics that will influence the acquired signal. In accordance with oneaspect of the present invention, analyzing the acquired signal through aframework of SID, ML, and other algorithms allows for the disambiguationof aspects of the vehicle dynamics related to maintenance parts. Anon-exhaustive list includes:

-   -   Wheel bearing chatter—Bearings need to be changed.    -   Loss/Gain in dampening coefficient—Dampener needs changing or        tuning.    -   Loss in stiffness—Suspension springs are losing their        elasticity; Suspension springs need to be changed.    -   Increase in signal decay; Higher friction in the system—Rotors        need to be serviced, suspension elements need service, wheel        bearings need to be serviced.

As is apparent, predictive maintenance items may be determined usingon-vehicle signal acquisition while animating some aspect of thevehicle. The animation method may be rotating the TWA 1610 either in acontinuous speed or spin-down manner; however, rotation can be driven bycontact with the rotating assembly 1620 with or without a TWA 1610present.

Another method of animating the vehicle for use in predictivemaintenance is by providing an impulse input (such as a sharp hit with ahammer) to a part of the vehicle 1600 such as the TWA 1610 or thesuspension 1630. The response in the acquired signal of this impact(impulse-response testing) can be fed into modified versions of thealgorithms previously discussed for the purposes of predictivemaintenance.

Another method of animating the vehicle for use in predictivemaintenance is by pseudo-linear actuation of the suspension by a linearactuator or jackstand like device. Such a device has already beenpreviously described.

The above methods of animating the vehicle for use in predictivemaintenance are non-exhaustive.

Another aspect of the present invention is the use of a database lookupfunction for predictive maintenance. An autonomous on-vehicle wheelbalancing system collects a myriad of data (the acquired signal) aboutthe dynamics of the vehicle. Over time, enough data per vehicle will becollected to make educated assumptions about the conditions of vehiclesbeing balanced. By analyzing this data using the algorithms previouslydiscussed, a database of features sets can be established which predictrequired maintenance items based on historical data and changes in theacquired signal over time.

More specifically, as the balancing system 2000 is utilized, theavailable balancing signal data pool will increase in size. This datapool will also include features related to predictive maintenance (anexample of which is shown in FIG. 127 of the drawings). As the data poolgrows, similar signals will repeat. For example, wheel bearing chattersignals may appear in many vehicles with the same issue. As the datapool grows, the difference between a “normal” signal and a “maintenancerequired” signal will become clearer for a vehicle or subset ofvehicles. Furthermore, the maintenance issues represented by the“maintenance required” signal will be further disambiguated (a “wheelbearing chatter” maintenance required signal will look very differentthan a “rotor scraping” one). A computer 1500 may collect and analyzethese signals. As each maintenance issue signal is disambiguated, theproperties of that signal are placed into a table along with other metadata (vehicle type, component mileage (e.g., miles since last bearingreplacement), environmental conditions). Once this table is generated bythe computer 1500, it is available for use by the system at any time.

By way of example, the system has determined the signal for wheelbearing chatter in 2014 Toyota Rav4s, along with the most common mileageand environmental conditions associated with this wear. The system maycompare an acquired signal to the signal for wheel bearing chatter todetermine if maintenance on that component is required. Whether or notthat signal is acquired, the system may also determine that maintenanceis likely to be required on that component soon and alert the customeror operator.

The robotic automotive service system 1100 formed in accordance with thepresent invention and the individual systems, apparatus and methodologyused thereby, by be embodied in various forms, such as a self-servicestation and a mobile service station, and may perform a variety of tireservicing procedures/operations including but not limited to tirealignment, wheel balancing, tire rotation, cleaning, waxing and buffing.

Making reference to FIG. 135 of the drawings, the robotic automotiveservice system 1100 formed in accordance with one form of the presentinvention may be embodied as a self-service station 6200 for tire andvehicle maintenance. The self-service station 6200 preferably comprisesa system interface 6210, an enclosure 1710, a lift 170,1700 or liftsystem 5000, and one or more of the robotic apparatus 1101.

The system interface 6210 communicates with the electrical panel 1103and computer 1500 to effect changes to the robotic automotive servicesystem 1100.

The enclosure 1710 consists of one or more safety sensors 129O. Thesesafety sensors 129O may include lockout switches, light curtains, areascanners, or other sensors which may be utilized for detecting an objector person entering the workspace of the robotic automotive servicesystem 1100. The safety sensors 129O communicate with the electricalpanel 1103, computer 1500, and PLC 1540 and preferably powered by theelectrical panel 1103.

FIG. 136 of the drawings illustrates an exemplary system interface 6210,which includes a payment portal, a tire selection screen, and a customerand vehicle information screen; however, other screens may also beincorporated into the system interface 6210 for inputting theinformation necessary for service.

The self-service station 6200 is configured such that a customer maydrive their vehicle 1600 into the station and onto the lift 170, 1700 orlift system 5000. The self-service station 6200 may include a vehicleconveyor (not shown). More specifically, the customer may drive theirvehicle 1600 onto a vehicle conveyor. Once the self-service station 6200senses the customer is clear of the vehicle 1600, the vehicle conveyoris actuated to move the vehicle 1600 onto the lift 170, 1700 or liftsystem 5000.

The self-service station 6200 is configured such that once the vehicle1600 is on the lift 170, 1700 or lift system 5000, the enclosure 1710bars the human from entering, either with a physical barrier or viasafety sensors 129O, which stop the system motion if they detect thepresence of a human in the safety area. The safety sensors 129O maydetect the presence of a human by detecting motion or the thermalsignature of a human in the space. A more detailed description of theenclosure and safety components thereof was described above.

Once inside the enclosure 1710, the vehicle 1600 may be serviced by therobotic automotive service system 1100 according to the customer'sselections on the system interface 6210. The level of service isdependent on the capabilities of the robotic automotive service system1100, but may include tire changing, tire rotating, wheel balancing,cleaning, wheel alignment, or any other task of which the RoboticAutomotive Service System 1100 is capable.

When service by the robotic automotive service system 1100 is complete,the vehicle 1600 is allowed to exit the enclosure 1710. In alternateembodiments, the vehicle 1600 may be boarded and driven out by thecustomer or moved out by the vehicle conveyor 1720. The customer'spayment method is charged according to the services rendered by theself-service station 6200 and selected by the customer at the systeminterface 6210.

The self-service station 6200 may further include the tire handlingsystem 9000 described herein. The tire handling system 9000 allows theself-service station 6200 to house tires and dispense them to therobotic automotive service system 1100 depending on the customerselection at the system interface 6210.

While power to the self-service station 6200 may be provided by anexternal power source, preferably, power is provided by a generator6220, solar panels 6230, or some other integrated power-productiondevice which allows the station to run without being connected to anexternal power source. The self-service station 6200 may also beconnected to an existing power grid via another structure, a utilitypole, underground utility, the main power panel of another facility,wirelessly powered, or any other method of connecting power from onelocation to another.

Preferably, the self-service station 6200 is fully autonomous; however,the self-service station 6200 may also be operated manually orsemi-autonomously. For example, the self-service station 6200 may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

Now making reference to FIG. 137 of the drawings, the robotic automotiveservice system 1100 formed in accordance with one form of the presentinvention may be embodied as a mobile service station 6300 for tire andvehicle maintenance. The mobile service station 6300 is similar to theself-service station 6200. Differences include that the mobile servicestation 6300 contains additional functionality in the system interface6210 for maintenance, service, and operation of the robotic automotiveservice system 1100. Additionally, the mobile service station 6300 hasan operator who can perform additional service steps on the vehicleoutside of or in addition to the capabilities of the robotic automotiveservice system 1100. In the mobile service station 6300 the operator maydrive the vehicle 1600 in and out of the enclosure 1720.

Preferably, the mobile service station 6300 is powered by a generator6220, solar panels 6230, or some other integrated power-productiondevice which allows the station to run without being connected to anexternal power source. Nevertheless, the mobile service station 6300 mayalso be connected to an existing power grid via another structure, autility pole, underground utility, the main power panel of anotherfacility, wirelessly powered, or any other method of connecting powerfrom one location to another. FIG. 137 of the drawings shows a preferredembodiment in which the mobile service station 6300 is configured as avehicle with its own power source and can move between locations withoutassistance by an external transportation device. In an alternateembodiment, the mobile service station 6300 is configured to be fit ontoa flat-bed truck, moving fan, forklift, or other transportation device,and moved to various locations.

Preferably, the mobile service station 6300 is fully autonomous;however, the mobile service station 6300 may also be operated manuallyor semi-autonomously. For example, the mobile service station 6300 maybe operated by hand, via a wired or remote panel on-site, viateleoperation or by any other means.

An alternate embodiment of the invention shown in FIG. 135 , is asecondary service bay, which is similar in principle and operation tothe self-service station 6200 and the mobile service station 6300.

The secondary service bay preferably comprises consists of apoint-of-sale interface (POS), an enclosure 1710, lift 170, 1700 or liftsystem 5000, a system interface 6210 and one or more of the roboticautomotive service system 1100. The enclosure 1710 may be freestandingor part of an existing structure such as a main shop wall or bay. Thesecondary service bay is used to expand the capabilities of a main shopby adding an additional bay to the main shop operations and also addingan autonomous system to the shop equipment.

In a preferred form, the secondary service bay is configured to functionseparately from its main shop and contains its own power panel, safetyinfrastructure, lighting, heating, ventilation, and cooling. In thisway, the secondary service bay only requires a power connection from themain shop or existing utility and doesn't otherwise impose a burden onthe main shop infrastructure.

The secondary service bay can provide any service that the roboticautomotive service system 1100 is capable of, such as tire-changing,tire rotation, wheel balancing, wheel alignment, cleaning, or otherservices. The secondary service bay is also able to accept an operatorwho can perform additional service steps on the vehicle outside of or inaddition to the capabilities of the robotic automotive service system1100.

In a preferred form, the secondary service bay is a freestandingstructure that can act as a shop bay outside of the main shop in whichthe robotic automotive service system 1100 can be installed withouttaking up an existing bay in the main shop, allowing the main shop toexpand on its autonomous operations according to the capabilities of therobotic automotive service system 1100 without having to expend one ofits bays to do so.

In alternate forms, the secondary service bay may be contained in asea-crate or similar, attached to the main shop, partially attached tothe main shop or in any other useful configuration.

Preferably, the secondary service bay, it is powered by a generator6220, solar panels 6230, or some other integrated power-productiondevice which allows the station to run without being connected to anexternal power source. Nevertheless, the secondary service bay may beconnected to an existing power grid via another structure, a utilitypole, underground utility, the main power panel of another facility,wirelessly powered, or any other method of connecting power from onelocation to another.

Preferably, the secondary service bay is fully autonomous; however, thesecondary service bay may also be operated manually orsemi-autonomously. For example, the secondary service bay may beoperated by hand, via a wired or remote panel on-site, via teleoperationor by any other means.

As describe above, the robotic automotive service system 1100 and/or acombination of the individual systems, apparatus and components thereof,as well as the methods and algorithms used thereby, may perform tireservicing operations/procedures, such as tire rotation.

Making reference to FIG. 132 of the drawings, the robotic automotiveservice system 1100 includes tooling capable of removing tires 1611 fromrims 1612 while the rims 1612 remain on the vehicle 1600. Expanding thecapability of the robotic automotive service system 1100 shown in FIG.132 of the drawings, a procedure may be provided in which the tires 1611on the vehicle 1600 are removed from the rims 1612 and rotated in aprocess similar to wheel rotation in a typical shop. The same tires 1611may be removed from the rims 1612 and placed on different rims 1612 onthe vehicle. This is analogous to a traditional tire rotation in whicheach entire TWA 1610 is removed from the vehicle 1600 and rotated todifferent locations and reinstalled. The effect of the rotation is thesame—evening out wear on the tires 1611 themselves. The benefits toperforming tire rotations using the robotic automotive service system1100 versus the traditional method are these: the robotic automotiveservice system 1100 is autonomous and requires much less human effort,labor costs. The provided method is faster as it uses a roboticautomotive service system 1100 and the rims 1612 do not have to beremoved from the vehicle for rotation, allowing a shop to perform morerotations.

As describe above, the robotic automotive service system 1100 and/or acombination of the individual systems, apparatus and components thereof,as well as the methods and algorithms used thereby, may perform tireservicing operations/procedures, such as wheel alignments.

FIG. 133 illustrates an alignment tool 2800, which may be a component ofthe robotic automotive service system 1100. For example, alignment tool2800 may comprise or be mounted to a linear actuator 1350 which is inturn mounted on the robotic apparatus 1101. As can be seen in FIG. 143of the drawings, the robotic apparatus 1101, which may be a component ofthe robotic automotive service system 1100 formed in accordance with thepresent invention, contains sensors 1200 such as a vision system 1300.The vision system 1300 measures the orientation of the TWA 1610 relativeto the vehicle 1600, the robotic apparatus 1101, and the surroundingenvironment. By scanning the TWAs 1610 with the sensors comprising therobotic apparatus 1101, measurements of TWA 1610 orientation may beestablished.

As can be seen in FIGS. 133 and 134 of the drawings, the roboticapparatus 1101, in combination with the alignment tool 2800, can adjustthe wheel alignment by sensing the alignment with sensors 1200 or thevision system 1300, adjusting the alignment with the tire alignment tool2800, and iterating until the alignment is within acceptable bounds.Alternatively, the robotic apparatus 1101 can sense the wheel alignmentwith sensors 1200 or vision system 1300, and an operator can operate awrench or tire alignment tool 2800 to manually modify the alignment. Therobotic automotive service system 1100 makes the alignment statusavailable to the operator for judging when the alignment is withinacceptable bounds.

Exemplary process steps for utilizing the robotic apparatus 1101 andalignment tool 2800 to align the TWA 1610 of a vehicle 1600 are asfollows:

-   -   1. Using the vision system 1300, scan the vehicle 1600 to        determine the orientation of the TWAs 1610 to the vehicle 1600.        If the orientation (alignment) is out of spec, continue.    -   2. Position the robotic apparatus 1101 such that, when extended,        the alignment tool 2800 passes the TWA 1610 and gains access to        the alignment screw 1650 of the vehicle 1600.    -   3. Using the linear actuator 1350 extend the alignment tool 2800        in the transverse direction of the vehicle 1600 until the        alignment end effector 2820, mounted to the alignment arm 2810,        is positioned in front of the alignment screw 1650.    -   4. Shift the position of the robotic apparatus 1101 in the        longitudinal direction such that the alignment end effector 2820        engages the alignment screw 1650.    -   5. Using the alignment drive system 2830, rotate the alignment        screw 1650 with the alignment end effector 2820.    -   6. Using the vision system 1300, scan the vehicle 1600 to        determine the orientation of the TWAs 1610 to the vehicle 1600.        If the orientation (alignment) is out of spec, repeat steps 2-6        on the current TWA 1610.    -   7. If the orientation (alignment) is within spec, repeat steps        2-6 on the other TWA's 1610 of the vehicle 1600.

As describe above, the robotic automotive service system 1100 and/or acombination of the individual systems, apparatus and components thereof,as well as the methods and algorithms used thereby, may perform tireservicing operations/procedures, such as cleaning. More specifically,the robotic automotive service system 1100 may utilize the cleaning toolsystem 2500. As described above, the cleaning tool system 2500 generallycomprises a cleaning arm 2513, a cleaning end effector 2520, a cleaningdrive system 2530 and a linear actuator 1350. Preferably, the roboticautomotive service system 1100 formed in accordance with the presentinvention may use sensors 1200 or the vision system 1300 to scan thevehicle 1600 and determine locations on the vehicle 1600 in need ofcleaning or buffing. These locations may be determined by color, IRsignature, or other means. The robotic automotive service system 1100may apply the cleaning tool system 2500 at these locations to clean,wax, or buff the vehicle 1600.

An exemplary method of using the robotic automotive service system 1100formed in accordance with the present invention and the individualsystems, apparatus and components thereof, as well as the methods andalgorithms used thereby, to replace the tire 1611 on a TWA 1610 and thenbalance the TWA 1610 on a vehicle 1600 is provided below:

Initial Setup

-   -   1. A technician drives the vehicle 1600 onto the lift 170, 1700        or lift system 5000.    -   2. The technician ensures the enclosure 1710 is clear of        personnel and that the robotic automotive service system 1100 is        in functional condition.    -   3. The technician activates the robotic automotive service        system 1100 and the components thereof    -   4. If the robotic automotive service system 1100 is connected to        the shop sales infrastructure, it pulls the service information        (e.g., service type, vehicle make, model) from that        infrastructure. Otherwise, the operator types these values in to        the operator interface.    -   5. The robotic apparatus 1101 moves to a TWA 1610 and scans it        with the vision system 1300. The control system uses this        information to calculate the position and orientation of the TWA        1610.    -   6. The robotic apparatus 1101 aligns with the TWA 1610.

Valve Stem Removal

-   -   7. The gripper system 82200 grips the TWA 1610.    -   8. The robotic apparatus 1101 aligns the valve tool system 2700        with the valve stem 1614, using the gripper system 82200 to        rotate the TWA 1610 accordingly.    -   9. The valve tool system 2700 removes the valve stem 1614,        de-inflating the TWA 1610.

Tire Removal

-   -   10. The gripper system 82200 grips the TWA 1610.    -   11. The lubrication tool system 2600 lubricates the TWA 1610 at        the curve where the tire 1611 and rim 1612 meet.    -   12. The bead breaker system 2000 engages the TWA 1610, pushing        the bead 1609 of the tire 1611 into the rim from both sides. The        gripper system 82200 rotates the tire 1611 relative to the bead        breaker system 2000 to affect breaking of the entire front and        rear bead 1609 of the tire 1611.    -   13. The bead breaker system 2000 retracts.    -   14. The bead tool system 82100 engages the TWA 1610, pulling the        tire 1611 from the rim 1612. The gripper system 82200 rotates        the tire 1611 relative to the bead tool system 82100 to affect        removal of the entire front bead 1609 of the tire 1611.    -   15. The bead tool system 82100 retracts.    -   16. The robotic apparatus 1101 retracts with the gripper system        82200 still gripping the tire 1611, shifting the tire 1611 on        the rim 1612 such that the rear bead 1609 of the tire 1611 is        pressing against the front edge of the rim 1612.    -   17. The vehicle-side bead breaker system 2000 pushes the rear of        the tire 1611 such that the rear bead 1609 of the tire 1611 is        pushed over the front edge of the rim 1612. The gripper system        82200 rotates the tire 1611 relative to the bead tool system        82100 to affect removal of the entire rear bead 1609 of the tire        1611.    -   18. The bead tool system 82100 retracts.    -   19. At this point, the tire 1611 is removed from the rim 1612.    -   20. The robotic apparatus 1101 retracts, bringing the tire 1611        with it inside the grippe system 82200.    -   21. The tire handling system 9000 removes the old tire 1611 from        the robotic apparatus 1101.

Tire Installation

-   -   22. The tire handling system 9000 loads a new tire 1611 into the        robotic apparatus 1101.    -   23. The robotic apparatus 1101 re-aligns with the TWA 1610.    -   24. The robotic apparatus 1611 tilts away from the vehicle 1600        in the pitch direction (across the longitudinal vehicle axis).    -   25. The robotic apparatus advances, slipping the bottom of the        tire 1611 onto the rim 1612.    -   26. The robot-side bead breaker system 2000 engages the tire        1611, pushing it forward against the rim 1612 at the bottom        edge.    -   27. The gripper system 82200 rotates the tire 1611 which, with        the continued force from the bead breaker system 2000, pushes        the rear bead 1609 of the tire 1611 over the front edge of the        rim 1612.    -   28. The bead breaker system 2000 retracts.    -   29. The robotic apparatus 1101 tilts to align with the TWA 1610.    -   30. The robotic apparatus 1101 advances towards the rim 1612,        pushing the tire 1611 towards the rear of the rim until the        front edge of the tire 1611 contacts the rim 1612.    -   31. The robot-side bead breaker system 2000 engages the tire        1611, pushing it forward against the rim 1612 at the bottom        edge.    -   32. The gripper system 82200 rotates the tire 1611 which, with        the continued force from the bead breaker system 2000, pushes        the front bead 1609 of the tire 1611 over the front edge of the        rim 1612.    -   33. The bead breaker system 2000 retracts.    -   34. The inflation tool system 2401 inflates the TWA 1610 via the        valve stem 1614.

Wheel Balancing

-   -   35. The wheel weight application tool removes the wheel weights        from the rim 1612.    -   36. The robotic apparatus 1101 moves the suspension support        structure system 83400 underneath the suspension 1630 of the        vehicle 1600.    -   37. The suspension support structure system 83400 engages and        compresses the suspension 1630.    -   38. The gripper system 82200 rotates the TWA 1610 to balancing        speed.    -   39. Following the process shown in FIG. 114 , the wheel balance        is sensed via the load cell 1230 in the suspension support        structure system 83400.    -   40. If needed, the wheel weight application tool applies wheel        weights to the rim 1612.    -   41. Steps 39-40 are repeated until the balancing process is        complete.

Wheel Alignment

-   -   42. Using the vision system 1300, scan the vehicle 1600 to        determine the orientation of the TWAs 1610 to the vehicle 1600.        If the orientation (alignment) is out of spec, continue.    -   43. Position the robotic apparatus 1101 such that, when        extended, the alignment tool 2800 passes the TWA 1610 and gains        access to the alignment screw 1650 of the vehicle 1600.    -   44. Using the linear actuator 1350 extend the alignment tool        2800 in the transverse direction of the vehicle 1600 until the        alignment end effector 2820, mounted to the alignment arm 2810,        is positioned in front of the alignment screw 1650.    -   45. Shift the position of the robotic apparatus 1101 in the        longitudinal direction such that the alignment end effector 2820        engages the alignment screw 1650.    -   46. Using the alignment drive system 2830, rotate the alignment        screw 1650 with the alignment end effector 2820.    -   47. Using the vision system 1300, scan the vehicle 1600 to        determine the orientation of the TWAs 1610 to the vehicle 1600.        If the orientation (alignment) is out of spec, repeat steps        43-47 on the current TWA 1610.    -   48. If the orientation (alignment) is within spec, repeat steps        43-47 on the other TWA's 1610 of the vehicle 1600.

Vehicle Removal

-   -   49. A technician lowers the lift 1700 and drives the vehicle        1600 out of the enclosure 1710.

A transmission 8000 formed in accordance with another aspect of thepresent invention, which may be used in conjunction with one or more ofthe apparatus and/or components described above, such as the roboticapparatus 1101 and the gripper system 82200, is disclosed below andgenerally shown in FIG. 138 of the drawings. For example, thetransmission 8000 may mechanically coupled to be inline with the gripperdrive 2260.

As can be seen in FIG. 138 of the drawings, the transmission 8000preferably comprises four gears 8010A-D, two one-way roller bearings8020A-B, a drive shaft 8030, a driven shaft 8040 and a transmissiondrive system 8050. Gears 8010A and 8010C are aligned with each other.Gears 8010B and 8010D are aligned with each other. Gears 8010C and 8010Dare pressed onto the driven shaft 8040 such that they rotate as oneunit. Gears 8010C and 8010D cannot move axially relative to the drivenshaft 8040. One-way roller bearings 8020 are pressed into gears 8010Aand 8010B. The one-way roller bearings 8020A and 8020B are positioned onthe drive shaft 8030 such that they cannot move axially along the shaft.The one-way roller bearings 8020A and 8020B are arranged such thatone-way roller bearings 8020A pressed into gear 8010A can rotate freelyrelative to the shaft in the clockwise direction and locks to the shaftin the counterclockwise direction. The one-way roller bearings 8020A and8020B are arranged such that one-way roller bearings 8020B pressed intogear 8010B can rotate freely relative to the shaft in thecounterclockwise direction and locks to the shaft in the clockwisedirection.

The transmission drive system 8050 can rotate the drive shaft 8030. Whenrotating the drive shaft 8030, gears 8010A and 8010C are driventogether, and gears 8010B and 8010D are driven together. Rotating gear8010A clockwise causes gear 8010C to rotate counterclockwise, rotatinggear 8010B clockwise causes gear 8010D to rotate counterclockwise, andvice versa.

When rotating the drive shaft 8030 clockwise, reaction forces from gear8010A tend to try to rotate it counterclockwise. The one-way rollerbearing 8020A pressed into gear 8010A locks in the counterclockwisedirection, causing the drive shaft 8030 to apply torque to gear 8010Aand rotate gear 8010C counterclockwise, causing the driven shaft torotate counterclockwise.

When rotating the drive shaft 8030 clockwise, reaction forces from gear8010B tend to try to rotate it counterclockwise. The one-way rollerbearing 8020B pressed into gear 8010B is free to rotate relative to theshaft in the counterclockwise direction, allowing gear 8010B to freelyrotate relative to the drive shaft 8030 and not apply significant torqueto gear 8010D.

When rotating the drive shaft 8030 counterclockwise, reaction forcesfrom gear 8010B tend to try to rotate it clockwise. The one-way rollerbearing 8020B pressed into gear 8010B locks in the clockwise direction,causing the drive shaft 9030 to apply torque to gear 8010B and rotategear 8010D clockwise, causing the driven shaft to rotate clockwise.

When rotating the drive shaft 8030 counterclockwise, reaction forcesfrom gear 8010A tend to try to rotate it clockwise. The one-way rollerbearing 8020A pressed into gear 8010A is free to rotate relative to theshaft in the clockwise direction, allowing gear 8010A to freely rotaterelative to the drive shaft 8030 and not apply significant torque togear 8010C.

The design of the transmission 8000 is such that rotating the driveshaft 8030 clockwise causes one-way roller bearing 8020A to lock,causing gear 8010A to drive gear 8010C, causing the driven shaft 8040 torotate counterclockwise. At the same time, gear 8010B is able tofreewheel on the one-way roller bearing 8020B and not providesignificant torque to gear 8010D, preventing the transmission fromlocking up.

The design of the transmission 8000 is such that rotating the driveshaft 8030 counterclockwise causes one-way roller bearing 8020B to lock,causing gear 8010B to drive gear 8010D, causing the driven shaft 8040 torotate clockwise. At the same time, gear 8010A is able to freewheel onthe one-way roller bearing 8020A and not provide significant torque togear 8010C, preventing the transmission from locking up.

In the two-speed transmission 8000, gears 8010A-D may configured suchthat they are not the same size, producing a mechanical advantagebetween the gears 8010A-D and altering the torque-speed relationshipbetween the drive shaft 8030 and the driven shaft 8040.

In a preferred form, gears 8010A and 8010D are the same size and gears8010B and 8010C are the same size, for example where gears 8010A and8010D are twice the diameter of gears 8010B and 8010C. In thisconfiguration, rotating the drive shaft 8030 clockwise, the net gearratio from the drive shaft 8030 to the driven shaft 8040 is 2:1, causingthe driven shaft 8040 to rotate at twice the speed and with half thetorque of the drive shaft 8030. Rotating the drive shaft 8030counterclockwise, the net gear ratio from the drive shaft 8030 to thedriven shaft 8040 is 1:2, causing the driven shaft 8040 to rotate athalf the speed and with twice the torque of the drive shaft 8030.

In an alternative form of the transmission 8000 shown in FIG. 138 ,which is shown in FIG. 139 of the drawings, the gears 8010A and 8010Dmay be of any size. More specifically, one-way roller bearings 8020A and8020B are replaced with electromagnetic locking shaft collars 8060A and8060B.

Electromagnetic locking shaft collars 8060A and 8060B are configuredsuch that when they receive an electrical signal, they lock onto thedrive shaft 8030. When the signal is released, they spin freely on thedrive shaft. The electromagnetic locking shaft collars 8060A and 8060Bcan be actuated separately or together.

In the invention shown in 107, the electromagnetic locking shaft collars8060A and 8060B may be actuated to cause one set of gears 8010A and8010C or 8010B and 8010D to mesh, engage, and drive while the other setspins freely. This produces the same style of motion described in FIG.138 with a selectable signal, rather than having the motion becontrolled by the direction of rotation of the drive shaft 8030. Thisallows any direction of rotation to be used while selecting a gear drivefrom gears 8010A and 8010D.

In other forms of the transmission 8000 formed in accordance with thepresent invention, gears 8010A and 8010D may be replaced with pulleys,magnets, wheels, friction clutches, shafts, pins, balls, or anycomponent able to adequately drive torque between the drive shaft 8030and the driven shaft 8040.

In additional alternative forms of the transmission 8000 formed inaccordance with the present invention, one-way roller bearings 8020A and8020B may be clutches, magnets, springs, or any component which is ableto lock rotation to the drive shaft 8030 in one direction while rotatingrelatively freely in the opposite direction.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, the electromagnetic locking shaft collars8060A and 8060B may be clutches, magnets, springs, or any componentwhich is able to selectively lock and unlock rotation to the drive shaft8030.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, one-way roller bearings 8020A and 8020B andelectromagnetic locking shaft collars 8060A and 8060B may be installedon the drive shaft 8030 or the driven shaft 8040 or any combination ofthe two.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, the electromagnetic locking shaft collars8060A and 8060B may be normally locking, normally free, or anycombination of the two.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, the electromagnetic locking shaft collars8060A and 8060B and the one-way roller bearings 8020A and 8020B may havea torque limit at which they begin to slip, limiting torque to the driveshaft 8030, driven shaft 8040, or both.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, any number of gears 8010 may be installed onthe drive shaft 8030 and driven shaft 8040.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, multiple gear drives and one-way rollerbearings 8020A and 8020B or electromagnetic locking shaft collars 8060Aand 8060B combinations may be used which allow the transmission toprovide a wider selection of gear ratios.

In other alternative forms of the transmission 8000 formed in accordancewith the present invention, the gears 8010, one way roller bearings8020, and electromagnetic locking shaft collars 8060 may be axiallypositioned on the drive shaft 8030 and driven shaft 8040 via retainingrings, grooves, shaft collars, pins, set screws, shoulders, or any othercomponent or feature sufficient to prevent movement in the axialdirection.

It should be understood that the foregoing description is onlyillustrative of the aspects of the present disclosure. Variousalternatives and modifications can be devised by those skilled in theart without departing from the aspects of the present disclosure.Accordingly, the aspects of the present disclosure are intended toembrace all such alternatives, modifications and variances that fallwithin the scope of any claims appended hereto. Further, the mere factthat different features are recited in mutually different dependent orindependent claims does not indicate that a combination of thesefeatures cannot be advantageously used, such a combination remainingwithin the scope of the aspects of the present disclosure.

1-30. (canceled)
 31. A vehicle component balancing method for on vehiclebalancing of one or more of a tire, a wheel, bearings, brake components,and vehicle components of a vehicle that impart vibrations to thevehicle, the vehicle having a tire wheel assembly, the tire wheelassembly having an axis of rotation and being rotatable about the axisof rotation, the tire wheel assembly having locations thereon onto whichone or more tire balancing weights are selectively affixed to balancethe one or more of the tire, the wheel, the bearings, the brakecomponents and the vehicle components that impart vibrations to thevehicle, the one or more tire balancing weights having a respectivemagnitude, wherein one or more of the tire, the wheel, the bearings, thebrake components and the vehicle components that impart vibrations ofthe vehicle generate one or more imbalance signals when the tire wheelassembly is rotated, the method comprising the steps of: effectingrotation of the tire wheel assembly about its axis of rotation;providing one or more sensors to measure the one or more imbalancesignals; measuring the one or more imbalance signals with the one ormore sensors; determining, based on the measurements of the one or moresensors and the magnitude of the one or more tire balancing weights, thelocations on the tire wheel assembly to affix the one or more tirebalancing weights to balance the one or more of the tire, the wheel, thebearings, the brake components and the vehicle components that impartvibrations to the vehicle; and affixing the one or more tire balancingweights to the determined locations on the tire wheel assembly.
 32. Avehicle component balancing method as defined by claim 31, wherein thestep of measuring the one or more imbalance signals with the one or moresensors is conducted during a gradient descent sequence.
 33. A vehiclecomponent balancing method as defined by claim 31, which furthercomprises the step of: mounting the one or more sensors to the tirewheel assembly.
 34. A vehicle component balancing method as defined byclaim 31, which further comprises the step of: mounting the one or moresensors to the suspension of the vehicle.
 35. A vehicle componentbalancing method as defined by claim 31, which further comprises thestep of: providing a gantry system, the gantry system being mountable tothe tire wheel assembly, wherein the one more sensors is mounted to thegantry system.
 36. A vehicle component balancing method as defined byclaim 31, wherein the one or more sensors is a vision system.
 37. Avehicle component balancing method as defined by claim 31, wherein theone or more sensors is one or more of a single-axis accelerometer, amulti-axis accelerometer, a inertial measurement unit and amagnetometer.
 38. An instrumented tool for performing tire servicingoperations, the instrumented tool being one or more of engageable withan end effector of a robotic system and mountable to a frame of therobotic system, the instrumented tool comprising: at least one actuator;a carriage, the at least one carriage being mechanically coupled to aportion of the actuator and being moveable thereon between at least afirst position and a second position; a drive, the drive beingmechanically engaged with the at least one actuator and effecting themovement of the carriage between the first position and the secondposition; tooling mounted to the carriage; and one or more sensors, theone or more sensors being mounted to one or more of the at least oneactuator, the drive, the carriage and the tooling.
 39. An instrumentedtool for performing tire servicing operations as defined by claim 38,wherein the actuator is a linear actuator.
 40. An instrumented tool forperforming tire servicing operations as defined by claim 38, wherein thetooling is one of a tire bead breaker tool, a tire alignment tool, awheel weight installation tool, a wheel weight dispenser, a wheel weightgripper, a valve core installation tool, a valve core removal tool, awheel cleaning tool, a valve stem tool, a valve stem cap removal tool, atire deflation tool, a tire mount/dismount tool, a lubrication tool, aninflation tool, a gripper system, a bead tool, a tire balancer, a tirebalancing bead dispenser, a lug wrench and a wheel assembly grip.
 41. Aninstrumented tool for performing tire servicing operations as defined byclaim 38, wherein at least one of the one or more sensors is one of aproximity sensor, a distance sensor, a load cell, a travel sensor and alimit sensor.
 42. A gripper system for manipulating a tire wheelassembly to perform tire servicing operations, the tire wheel assemblyhaving an axis of rotation and being rotatable about the axis ofrotation, the gripper system being one or more of engageable with an endeffector of a robotic system and mountable to the robotic system, thegripper system comprising: one or more grippers that are engageable withat least a portion of the tire wheel assembly; at least one actuator,the one or more grippers being mechanically coupled to a portion of theactuator; and at least one drive, the at least one drive beingmechanically engaged with the at least one actuator and effecting themovement of the one or more grippers in at least a first direction and asecond direction, the first direction being towards the tire wheelassembly and the second position being away from the tire wheelassembly.
 43. A gripper system as defined by claim 42, wherein thegripper has an axis of rotation and is rotatable about the axis ofrotation, wherein the gripper system further comprises: a rotationaldrive, the rotational drive being mechanically coupled to the gripperand effecting rotation of the gripper about its axis of rotation.
 44. Agripper system as defined by claim 43, wherein the rotational driveeffects rotation of the gripper about its axis of rotation in a firstdirection and a second direction.
 45. A gripper system as defined byclaim 43, wherein the rotation of the gripper about its axis of rotationeffects rotation of the tire wheel assembly about its axis of rotation.46. A sensor system for vehicle balancing of one or more of a tire, awheel, bearings, brake components, and vehicle components of a vehiclethat impart vibrations to the vehicle, the vehicle having a tire wheelassembly, the tire wheel assembly having an axis of rotation and beingrotatable about the axis of rotation, wherein one or more of the tire,the wheel, the bearings, the brake components and the vehicle componentsthat impart vibrations of the vehicle generate one or more imbalancesignals when the tire wheel assembly is rotated, the sensor systemcomprising: one or more sensors, the one or more sensors beingmechanically coupled to the vehicle, wherein the one or more sensorsreceive the one or more imbalance signals and measure the one or moreimbalance signals; at least one data acquisition unit, the at least onedata acquisition unit being in electrical communication with the one ormore sensors; and one or more of a gripper system and a roller system,the one or more of the gripper system and the roller system effectingrotation of the tire wheel assembly about its axis of rotation.
 47. Asensor system for vehicle balancing as defined by claim 46, wherein theone or more sensors is one or more of a single-axis accelerometer, amulti-axis accelerometer, a inertial measurement unit and amagnetometer.
 48. A sensor system for vehicle balancing as defined byclaim 46, wherein the one or more sensors is a vision system.
 49. Asensor system for vehicle balancing as defined by claim 46, whichfurther comprises a gantry system, the gantry system being mounted tothe tire wheel assembly, wherein the one or more sensors is mounted tothe gantry system.
 50. A sensor system for vehicle balancing as definedby claim 46, wherein the one or more sensors is situated within a tirepressure monitoring system assembly, which is mounted to a portion ofthe tire wheel assembly.